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LOCOMOTIVES
LOCOMOTIVE BUILDING,
BEING
A BRIEF SKETCH OF THE GROWTH OF THE RAILROAD SYSTEM AND OF THE
VARIOUS IMPROVEMENTS IN LOCOMOTIVE BUILDING IN AMERICA
TOGETHER WITH A HISTORY OF THE
ORIGIN AND GROWTH
OF THE
Rogers Locomotive ** Machine Works,
PATERSON, NEW JERSEY,
FROM 1831 TO 1886.
J. S. ROGERS, Preset. \ R. S. HUGHES, Trcas'r.
R. S. HUGHES, Sec'y. > PATERSON, N. J. 44 Exchange Place,
JOHN Tfffi>nnoTJ, ,gtf/'& ) NEW YORK.
NEW YORK :
WM. S. GOTTSBERGER, I'RINTER, II MURRAY STREET,
1886.
Entered according to Act of Congress, in the year 1886,
BY THE ROGERS LOCOMOTIVE & MACHINE WORKS,
in the Office of the Librarian of Congress, at Washington.
PREFACE
The last catalogue of the Rogers Locomotive and Machine Works with
a sketch of the origin and growth of that establishment, was published in 1876.
Since then many changes have been made in the equipment of these
Works and in the character, design, and dimensions of the locomotives turned
out. To describe these adequately it was necessary to rewrite nearly the whole
of the former volume. This work was entrusted to my hands by the officers of
the Rogers Locomotive and Machine Works. As it was commenced during
the fiftieth year that the establishment had been engaged in the manufacture of
locomotives, it seemed a suitable time to give a somewhat full account of the
origin and history of the Works, and of the evolution of the locomotives built
in them during that period. Such an account has been carefully prepared, and
consists very largely of what may be called a mechanical history of the work
which has been done ; which, it is thought, will be interesting to many readers,
as it shows the successive steps which have led to the wonderful development
of the locomotive in this country. It also indicates the extent to which the
perfection of the modern American type of locomotive is due to the ingenuity,
mechanical skill, and sound judgment of the founder of this establishment
Mr. Thomas Rogers, and to his successor Mr. William S. Hudson. Both
of them have left a record of their genius and ability in their designs, which are
imitated to-day, and which promise to survive until locomotives are superceded.
Very complete data concerning the dimensions and performance of the
locomotives which this establishment is now prepared to furnish are given by
illustrations and tables in the latter part of the book, and as there is still
considerable difference of opinion and practice in calculating the capacity of
locomotives, an explanatory chapter is given showing just how the calculations
were made.
M. N. FORNEY.
NEW YORK, October i, 1886.
^46018
479
CONTENTS.
CHAPTER I.
THE ORIGIN OF THE ROGERS LOCOMOTIVE AND MACHINE WORKS, - i
CHAPTER II.
THE EARLY HISTORY OF RAILROADS IN THIS COUNTRY, 3
CHAPTER III.
THE EARLY HISTORY OF LOCOMOTIVES IN THIS COUNTRY, - 6
CHAPTER IV.
HISTORY OF LOCOMOTIVE BUILDING AT THE ROGERS LOCOMOTIVE AND
MACHINE WORKS, n
CHAPTER V.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE: THE BOILER: THE
ENGINES : THE RUNNING GEAR, - 23
CHAPTER VI.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS IN 1886, 76
CHAPTER VII.
A REMARKABLE RUN OF 426.6 MILES BY ROGERS' LOCOMOTIVES ON
THE NEW YORK, WEST SHORE AND BUFFALO RAILWAY, 80
CHAPTER VIII.
THE TRACTIVE POWER OF LOCOMOTIVES, 93
CHAPTER IX.
PLATES AND TABLES OF DIMENSIONS AND CAPACITY OF LOCOMOTIVES
OF 4 FT., 8^2 IN. GAUGE OR WIDER, - - 101
CHAPTER X.
PLATES AND TABLES OF DIMENSIONS AND CAPACITY OF NARROW GAUGE
LOCOMOTIVES, 173
INDEX, 195
THE ROGERS
LOCOMOTIVE AND MACHINE WORKS.
CHAPTER I.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS were founded by Thomas
Rogers, who was born March i6th, 1792, in the town of Groton in New London
County, Connecticut. He died in New York City, April igth, 1856. He served
in the war of 1812, and was a lineal descendant of Thomas Rogers, one of the Pilgrim
Fathers, who came over to this country from England in the Mayflower. At the age of
sixteen he was apprenticed to learn the trade of a house carpenter, and in the summer of
1812 he removed to Paterson, N. J., then a small village which at that time was very
prosperous on account of the demand for American manufactures brought about by the
war with Great Britain. Many of the manufacturers were reduced to bankruptcy on
conclusion of peace, in 1815.
At this time he was employed as a journeyman carpenter, and was noted for his
constant application to business, good judgment, and force of character. A few years
afterward, Captain Ward, who had been travelling in Europe, where he had seen the
power-loom in operation, came to Paterson for the purpose of introducing the
manufacture of cotton duck. Mr. Rogers was employed to make the patterns for these
looms. He very soon understood their construction and recognized their value and
bought from Captain Ward the patent right for making them.
In 1819, he associated himself with John Clark, Jr., under the firm name of
Clark & Rogers. They commenced work in the basement story of the Beaver Mill, a
building which at an early day had been put up by Mr. Clark's father. Shortly after-
wards, Mr. Rogers visited Mexico, where he received large orders for looms, etc. In
1820 the firm moved into the little Beaver Mill, and in the following year took into
partnership Abraham Godwin, Jr., and the firm name was then changed to Godwin,
Rogers & Co. They then commenced spinning cotton and building machinery for that
and other purposes.
In 1822, finding their accommodations too limited, they leased Collett's Mill and
moved into it. Their business continued to increase, the number of persons employed
being sometimes as high as 200. The establishment continued to prosper until the sum-
mer of 1831. In the latter part of June of that year Mr. Rogers withdrew, and took
with him $38,000 as his share of the profits of the firm.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
He then took a mill-site on the upper raceway in Paterson, and immediately
commenced the erection of the " Jefferson Works," which were ^finished and put in
operation before the close of the following year. The location and building of the
" Jefferson Works " was literally an encroachment on the forest. On the upper race no
factories had been put up, except two little cotton mills and a small machine shop, the
latter owned by Messrs. Paul & Beggs. Between Spruce and Mill streets, all was swamp
covered with pines.
It was the intention of Mr. Rogers to devote the lower stories of the "Jefferson
Works " to building machinery, and the upper stories to spinning cotton. The latter
was, however, never commenced, as the demand for machinery increased so fast that the
whole of the new building was devoted to that branch of the business.
In the early part of 1832, he associated with himself Messrs. Morris Ketchum
and Jasper Grosvenor, of New York, the name of the firm being Rogers, Ketchum &
Grosvenor.
In that year the railroad from Jersey City to Paterson was approaching
completion, and the iron work for the bridges over the Passaic and Hackensack rivers
had been made by Mr. Rogers. An order was also executed for one hundred sets
of wheels and axles for the South Carolina railroad, of which Mr. Horatio Allen was
then chief engineer. A short time before Mr. Allen had visited England to get
information about the use of locomotives on railroads, and at the time he ordered the
work for the South Carolina Railroad he recommended Mr. Rogers to undertake the
construction of locomotives.
In the following letter, written more than fifty years after the event, Mr. Allen
describes his interview with Mr. Rogers :
SOUTH ORANGE, N. J., Dec. 31, 1884.
Dear Sir :
"The earliest railroad work in this country was done by the West Point Foundry Association to
which was entrusted the order for railroad wheels for the South Carolina Company, and other work for
that Company.
" Knowing that the Era that had opened would require works specially appropriate to the
construction of the rolling stock up to the locomotives, I obtained authority in the spring of 1830 from
the South Carolina Railroad Company to seek the works which in position, instrumentalities, and
preparedness, were in condition to undertake and were willing to undertake what was wanted.
"The result of inquiries to the end in view led me to call on Rogers, Ketchum & Grosvenor, a
firm then engaged in the manufacture of machinery for cotton and woolen mills, whose works were at
Paterson, N. J.
"At these works I called and asked an interview with Mr. Rogers, the partner having charge of
all the mechanical operations of the firm. It was without any letter of introduction or any personal
knowledge of each other. My subject was my introduction, and Mr. Rogers very soon led me to know
that I had come to the right place and to the right man.
" At the close of an hour's conversation Mr. Rogers expressed his readiness to enter the new field,
and to undertake any orders that were entrusted to their firm. The future of ' The Rogers Locomotive
Works ' was determined at that hour's conversation.
"The personal and business relations which followed this interview, continued for many years, and
were to me of the most satisfactory character."
Yours truly,
HORATIO AI.I.K.N.
s
i
\
THE EARLY HISTORY OF RAILROADS IN THIS COUNTRY. 3
One of the accompanying engravings represent the works of Rogers, Ketchum
& Grosvenor, as they were in 1832, and the other shows them as they are in 1886.
The following advertisement, which first appeared in the American Railroad
Journal of June 8, 1833, will give an idea of the character of the business of the firm at
that time
KAILKOAD CAtt WHEELS ANI> BOXES,
AND OTHEB, KAILROAD CASTINGS.
9Sf Also, AXLES furnished and fitted to wheels complete,
at the Jefferson Cotton and Wool Machine Factory and Foun-
dry, Paterson, N. J. All orders addressed to the subscribers
at Piiterson.or 60 Wall street, New- York, will be promptly at-
tended to, Also, CAR SPRINGS.
Js ROGERS, KET CHUM & GROSVENOR.
This advertisement was continued regularly until December 24, 1836.
CHAPTER II.
THE EARLY HISTORY OF RAILROADS IN THIS COUN'TRY.
IN 1833 railroads were already attracting a great deal of attention in this country.
The opening of the Erie Canal for commercial purposes in 1826, and the consequent
diversion of traffic from other seaboard cities to New York, led the people of Philadel-
phia, Baltimore, Boston and Charleston to seek for means by which their lost trade could
be recovered. Investigation and accurate surveys soon showed the impracticability of
constructing canals from Baltimore to the Ohio River, or from Boston to the Hudson.
In the meanwhile information concerning the successful use of steam power on the
Stockton & Darlington Railroad in England, which was opened in 1825, had reached
this country, and the public had received the reports of the celebrated experiments with
locomotives which were made on the Liverpool & Manchester Railway in 1829. As
Mr. Charles Francis Adams, Jr. has expressed it : *
"America suffered from too few roads; England from too much traffic. Both were restlessly
casting about for some form of relief. Accordingly all through the time during which Stephenson was
fighting the battle of the Locomotive, America, as if in anticipation of his victory, was building rail-
roads. . . .
" The country, therefore, was not only ripe to accept the results of the Rainhill contest, but it was
anticipating them with eager hope."
After the experiments referred to had been made, full reports giving in detail
their results, were published in this country, Committees of inquiry were sent to England
* See Railroads : their Origin and Problems.
THE ROGERS LOCOMOTIVE AND MACHINE \VORKS.
to get information and report on the railroads of that country, and a railroad mania
began to pervade the land.
The first railroad which was built in the United States was a short line of about
three miles from the Quincy granite quarries to the Neponset river, * for the transporta-
tion of granite for the Bunker Hill Monument. This was merely a tram road and was
operated by horse power and stationary engines, and was built in 1826. As Mr. Adams
says :
' Properly speaking, however, this was never or at least, never until the year 1871, a railroad
at all. It was nothing but a specimen of what had been almost from time immemorial in common use
in England, under the name of ' tramways. ' "
A similar work was constructed at about the same time for the transportation of
coal from the pits mouth to the Lehigh Valley Canal near Mauch Chunk, Pa.
In the latter part of 1827 the Delaware & Hudson Canal Company put the
Carbondale railroad under construction. This road extends from the head of the Dela-
ware and Hudson Canal at Honesdale, Pa., to the coal mines
belonging to the Delaware & Hudson Canal Company at
Carbondale, a distance of about sixteen miles. This line
was opened, probably, in 1829, and was operated partly by
stationary engines, and partly by horses. The line is noted
chiefly for being the one on which a locomotive was first
used in this country. This was the Stoiirbridge Lion (Fig. 2,)
which was built in England under the direction of Mr.
Fig. 2. Horatio Allen, who had been an assistant engineer on this line.
"STOUKBRIDGE LlON," 1820. Ti . , . IT .
It was tried at Honesdale, Pa., in August 1829.
According to Poor's Railroad Manual for 1876 and 1877: "It was not until
1828, that the construction of a railroad was undertaken for the transportation both of
freight and passengers on anything like a comprehensive scale. The construction of
the Erie Canal had cut off the trade which Philadelphia and Baltimore had hitherto
received from the West; anil as the project of a canal from the city of Baltimore to
the Ohio was regarded by many as impracticable, the merchants of that city, in 1827,
procured the charter of the present Baltimore & Ohio Railroad. On the 4th of July,
1828, the construction of the railroad was begun, the first act being performed by the
venerable Charles Carroll, of Carrollton, the only then surviving signer of the Declara-
tion of Independence. At the close of the ceremony of breaking ground, Mr. Carroll
said :
" I consider this among the most important acts of my life, second only to that of
signing the Declaration of Independence, if even second to that."
* It has recently been stated that as early as 1809 an experimental railroad track, 180 feet in length, was
laid in Delaware County, Pa., and that in the same year a road about a mile long was constructed from stone
quarries on Crum Creek to a " landing" on Ridley Creek in the same county and state. The evidence upon
which this statement is based has not been made public.
THE EARLY HISTORY OF RAILROADS IN THIS COUNTRY. 5
" In the fall of 1829, the laying of the rails within the City of Baltimore was
begun. On the 22(1 of May, 1830, the first section of fifteen miles, to Ellicott's Mills,
was opened.
"The next important railroad was the South Carolina,* begun in 1830, and
opened for traffic in 1833 for its whole length (135 miles). At that time, it was the
longest continuous line of railroad in the world. The construction of the Mohawk &:
Hudson Railroad, now a part of the New York Central, was begun in 1830. It was
opened (17 miles) in 1831. The Saratoga & Schenectady Railroad (21^4 miles), was
opened in the following year; the Paterson & Hudson River Railroad was chartered
in January, 1831, construction on it was commenced in 1832, and it was opened in
1834; the Cayuga & Susquehanna (34 miles), connecting the " Susquehanna River with
the Cayuga Lake, was opened in 1834 ; and the Rensselaer & Saratoga (25 miles) in
1835. In New Jersey, that portion of the Camden & Amboy, extending from
Bordentown to Hightstown, (14 miles) was opened on the 22d of December, 1830; and
between Hightstown and South Amboy (47^2 miles) in 1834. In Pennsylvania
a considerable extent of line for the transportation of coal had been constructed
previous to 1835. In 1834 the Philadelphia & Columbia (82 miles) and the
Portage Railroad (36 miles), both forming a part of the system of public works
undertaken by the State of Pennsylvania, were opened. The completion of these gave
that State a continuous line, made up of canal and railroad, from Philadelphia to the
Ohio River at Pittsburgh. The total mileage of railroad constructed in the State of
New York up to, and including, 1835, was 265 miles, or more than one-quarter of the
whole extent of line then in use in the United States. In 1833 the Baltimore &
Ohio Railroad was extended as far west as Harper's Ferry (81 miles). In the same
year the Washington branch (30 miles) was also completed. In Massachusetts, in
1835, the Boston & Worcester Railroad (44 miles); the Boston & Providence
(41 miles), and the Boston & Lowell (26 miles) were all opened for business. The
total mileage in operation in all the States at the close of that year was 1,098 miles."
The preceding sketch of the early history of railroads, in this country, is given to
show the extent of railroad construction at the time that Mr. Rogers determined to
undertake the manufacture of locomotives.
* The original charter of the South Carolina Railroad was granted Dec. 19, 1827. This was not satis-
factory to some of the citizens of Charleston, and a new bill was reported to the legislature on Ihe 22d of
January, 1828 and passed on the 291!) of the same month. The stockholders organized as a company on the
I2th of May, 1828.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
CHAPTER III.
THE EARLY HISTORY OF LOCOMOTIVES IN THIS COUNTRY.
IN the latter part of the year 1827, the Delaware & Hudson Canal Company decided
to have built in England three locomotives, for their line of railroad from Honesdale
to Carbondale. This action was taken on the report of the Chief Engineer of the road,
Mr. John B. Jervis, and Mr. Horatio Allen, who had been an engineer on the line,
went to England and was authorized to have the engines built on plans to be decided by
him while there. He arrived in England in 1828, and ordered one engine from Foster
Rastrick & Co., of Stourbridge. This was the Stourbridge Lion, (Fig. 2.). Two other
engines were ordered from Stephenson & Co., of Newcastle.
In a pamphlet with the title "The Railroad Era," written by Mr. Allen in 1884,
he says :
" The two locomotives from Stephenson that were in New York early in the year 1829, and
therefore prior to the trial of the locomotive " Rocket " in October of that year, were identical in boiler,
engines, plan and appurtenances with the " Rocket" (Fig. 3.); and if one of the two engines in hand
ready to be sent had been the one used on August 9th 1829, the performance of the " Rocket " in
England would have been anticipated in this country."
" The three locomotives were received in New York in the winter of 1828 and 1829. One of each
kind was set up, with the wheels not in contact with the ground, and steam being raised, every opera-
tion of the locomotive was fully presented except that of onward motion."
Fig. 3.
None of these engines were sent to the road for which they were intended, until
the following spring. The Stourbridge Lion, so far as is known, was the only one which
was ever placed on the road. It was not tried until August gth 1829, and was then run
by Horatio Allen, who has the honor of being the first person who ever ran a locomotive
in America.
This engine, it was said, was too heavy for the road, and was used only a short
time. It is a singular fact that it is not now (1886) known what became of the two
engines, built by Stephenson & Co., and which were in every essential similar to the
celebrated " Rocket."
THE EARLY HISTORY OF RAILROADS IN THIS COUNTRY. 7
In August 1830, Peter Cooper tried his "model of experimental locomotive
engine," (represented by Fig. 4.) on the Baltimore & Ohio Railroad. This engine had
but one working cylinder of 3^ in. diameter, and 14^ in. stroke of piston. The
engine was tried on August 28th, 1830. In the same year the South Carolina Railroad
Company contracted with Mr. E. L. Miller, to build a locomotive, which was named
the Best Friend, for the South Carolina Railroad Company. This engine, (shown by
n
Fig. 4.
Fig. 5.
Fig. 5.), was put into service in November 1830, and was the first locomotive ever built
in America for actual service upon a railroad.
A locomotive called " The South Carolina," (Fig. 6.), designed by Horatio Allen,
was built for the South Carolina Railroad by the West Point Foundry Association, in
the year 1831. The boiler had its fire-box in the middle, with a pair of barrels (four in
all) extending each way, with a chimney at each end. The engine had eight wheels,
Fig. e.
arranged in two trucks, one pair of driving wheels, and one pair of leading wheels
forming a truck. Each truck had one cylinder which was in the middle of the engine
and attached to the smoke-box. The driving axle had a crank in the middle to which
the connecting rod was attached by a ball-joint. The trucks were connected to the
engine by king-bolts in the usual way.
THE ROGERS LOCOMOTIVE AND MACHINE \\ORKS.
The " De Witt Clinton," (Fig. 7.) was the third locomotive built by the West
Point Foundry Association. It was made for the Mohawk & Hudson Railroad, and
was ordered by John B. Jervis, Esq. The first excursion trip with passengers, drawn by
the De Witt Clinton, was made from Albany to Schenectady, August gth, 1831.
On January 4th 1831, the Baltimore Ohio Railroad offered the sum of
$4,000 "for the most approved Engine which shall be delivered for trial upon the road
on or before the ist of June 1831 and $3,500 for the Engine which shall be
adjudged the next best."
Fig. 7. Fig. 8.
Three or four locomotives, amongst them one with a rotary engine, built by Mr.
Childs of Philadelphia, entered into the competition during the summer of 1831. The
only one of them, named the "York," which proved equal to the moderate performance
required of them, was the one built by Messrs. Davis & Gartner, two machinists of
York, Pa. The engine had a vertical boiler and vertical cylinder; with four coupled
wheels 30 inches in diameter. It was altered considerably after being placed on the
road. The Atlantic was afterwards built by the same firm, and was the first of what
were afterwards known as the grasshopper engines, (Fig. 8,) which were used for many
years on the Baltimore & Ohio Railroad.
Fig. 9.
In August 1831, the locomotive, John Bull, (Fig. 9.) built by George & Robert
Stephenson & Co., of Newcastle upon Tyne, was received in Philadelphia for the Camden
& Amboy Railroad &: Transportation Company. This is the old engine which was
exhibited at the Centennial Exhibition in Philadelphia in 1876. In the winter of 1831
or 1832, three locomotives built by the same firm in England were received and were
put to work on the Newcastle & Frcnchtown Railroad in Delaware.
THE EARLY HISTORY OF LOCOMOTIVES IN THIS COUNTRY.
The third edition of Wood's Treatise on Railways, published in 1838, contains a
tabular statement which gives the names and dimensions of engines built by R. Stephen-
son & Co., Newcastle upon Tyne, and the names of the railways for which they were
built. This table contains the names of the following locomotives for American
roads :
Delaware, for Newcastle & Frenchtown Railroad.
Maryland, " "
Pennsylvania, " "
No. 42, for Saratoga & Schenectady Railroad.
H. and Mohawk, for Mohawk & Hudson Railroad.
Stevens, for New York.
No. 52, for United States.
Edgefield, for Charleston & Columbia Railroad.
Brother Jonathan, for Mohawk &: Hudson Railroad.
No. 61,
for Saratoga & Schenectady Railroad.
Charleston & Columbia "
No. 75,
Win. Aikin,
No. 99,
No. 104,
No. 105,
No. 106,
Pennsylvania
Columbia
No dates are given in the table, but all of these sixteen engines must have been built
before 1838. Most of them were probably of what was known as the " Planet" class
shown by Fig. 10., which is the form of engine,
that succeeded the " Rocket," and the only one
which the Stephensons built for some years after
its adoption. These locomotives which were im-
ported from England, doubtless, to a very con-
siderable extent, furnished the types and patterns
from which the engines which were afterwards
built here, were fashioned. But American designs
very soon began to depart from their British proto-
types and a process of adaptation to the existing
conditions of the railroads in this country followed, which afterwards " differentiated " the
American locomotives more and more from those built in Great Britain. Until recently
a marked feature of difference between American and English locomotives has been the use
of the truck, under the former. Its use was proposed by Mr. Horatio Allen, in a report dated
May 16, 1831, which he made to the South Carolina Canal & Railroad Company, of which
he was then the chief engineer. The locomotive with two trucks, shown by Fig. 6.,
was built from his design in the latter part of 1831, and was put into operation on the
South Carolina Railroad in the early part of 1832. In the latter part of the year 1831
the late John B. Jervis invented what he called " a new plan of frame, with a bearing
carriage, for a locomotive engine, for the use of the Mohawk & Hudson Railroad,
Fig. 10.
IO
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
represented by Fig. n, which was constructed and put on the road in the season of
1832."
A truck was also devised by Ross Winans and applied to a locomotive on the
Baltimore & Susquehanna Railroad (now the Northern Central) in the latter part of
1832. In a letter published in the American Railroad Journal -of July 27, 1833,
Mr. Jervis describes the objects aimed at in the use of the truck as follows :
" The leading objects I had in view, in the general arrangement of the plan of the engine, did not
contemplate any improvement in the power over those heretofore constructed by Stephenson & Co.;*
but to make an engine that would be better adapted to railroads of less strength than are common in
England; that would travel with more ease to itself and to the rail on curved roads; that would be less
effected by inequalities of the rail, than is attained by the arrangement in the most approved engines."
Fig. I I.
The effectiveness of the truck in accomplishing what it was intended for was sit
once recognized, and its almost general adoption on American locomotives followed.
In the year 1833, Judge Dickerson, then President of the Paterson & Hudson
River Railroad, ordered a locomotive, which was called the " McNeill," from George
Stephenson, which was to be as good as possible without regard to cost. It arrived,
and was put in operation in the year 1834. The cylinders were 9 inches diameter by 18
inches stroke, and the engine had one pair of driving wheels five feet in diameter, which
were behind the fire-box. The axle was cranked, and the cranks were close to the
wheels ; there was room for the connecting rods to pass by the outside of the furnace.
The front end was supported by a four-wheeled truck ; the fire-box and tubes were of
copper. The engine continued in use many years, and was said to be very fast and \v;is
finally sold to a western railroad, the business of the Paterson & Hudson River Rail-
road, having grown beyond the engine's capacity.
There may have been other English engines, of which there is no record,
imported into this country about this time, but, as already stated, there is no doubt that
to a very considerable extent the English engines were the models from which American
designers received many suggestions ; but, as will be shown, they very soon began to
depart from the original types, and the development of the locomotive here was quite
distinct from that which it had in Europe.
* The truck was applied by Mr. Jervis to an engine built by Stephenson & Co., of England,
HISTORY OF LOCOMOTIVE BUILDING.
CHAPTER IV.
HISTORY OF LOCOMOTIVE BUILDING AT THE ROGERS LOCOMO-
TIVE AND MACHINE WORKS.
j~)REPARATION for locomotive building in Paterson had been made as early as
[ 1833 by Messrs. Paul & Beggs, in their shop near that of Mr. Rogers. They
had a small engine nearly completed when their building took fire and was consumed,
and the locomotive destroyed.
In 1835 some buildings were begun by Messrs. Rogers, Ketchum & Grosvenor,
with a view to the manufacture of locomotives. The following notice and advertise-
ment, which appeared in the American Railroad Journal of Dec. 24, 1836, will give an
idea of- the character of the business of the firm at that time :
AMERICAN LOCOMOTIVES.
" By the following advertisement we learn and it affords us pleasure to call to it the attention of
our readers interested in railroads that Messrs. Rogers, Ketchum & Grosvenor, of Paterson, New
Jersey, have added to their extensive machine shops one for Locomotive Engines.
" We have more than once enjoyed the pleasure of a visit to their works, where we found ample
evidence of the truth of a remark often made by us, that ' to whatever branch of manufacture our
countrymen turn their attention they are sure to excel,' and so, we doubt not, it will be in this new
branch of business undertaken by this enterprising house, and we hope soon to learn that their skill in
this branch has been as successful as in others.
" In a few years we shall not see an imported Locomotive on an American Railroad."
The following is the advertisement referred to :
MACHINE WORKS OP KOGERS,
KETCHUM AND GROSVENOR, Paterson, New-
Jersey. The undersigned receive orders for the fol-
lowing articles, mamilactured by them, of the most
superior description in every particular. Their works
being extensive, and the number of handg employed
being large, they are enabled to execute both large
and small orders with promptness and despatch.
RAILROAD WORK.
Locomotive Steam-Engines and Tenders ; Driv-
ing and other Locomotive Wheels, Axles, Springs and
Flange Tiros ; Car Wheels of cast iron, from a va-
riety of patterns, and Chills ; Car Wheels of cast iron,
with wrought Tires; Axles of best American refined
iron ; Springs ; Boxes and Bolts for Cars.
COTTON WOOL AND FLAX MACHINERY,
Of all descriptions and of the most improved Pat-
terns, Style and Workmanship.
Mill Geering and Millwright work generally; Hy-
draulic and other Presses; Press Screws; Callen-
ders; Lathrs and Tools of all kinds, Iron and Brass
Castings of all descriptions.
ROGERS, KETCHUM & GROSVENOR
Paterson, New-Jersey, or 60 Wall street, N. Y.
51 tf
12
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
The first locomotive, the Sandusky, Fig. 12, which the firm built, was not
completed until 1837. It was intended for the New Jersey Railroad & Transportation
Company. The engine was 4 ft. 10 in. gauge, the same as that of the line for which it
was built. It had cylinders n in. diameter by 16 in. stroke, with one pair of driving
wheels of 4 ft. 6 in. diameter, which were placed in front of the fire-box. The engine
had a truck in front with four 30 in.
wheels. The cylinders were inside
the frames and were connected to a
crank axle of the form shown in
Fig. 13. The eccentrics were out
side of the frame, and the eccentric
rods extended back to rocking shafts
which were located under the foot-
board. The smoke pipe was of the
g ' I2< bonnet kind, and had a deflecting
cone in its centre. The edges of the cone were curled over so as to deflect the sparks
downward, and thus prevent their passing through the wire bonnet, as well as preventing
the bonnets from wearing out too fast.
The driving wheels of the engine were made of cast iron, with hollow spokes and
rim, which at the time was a re-
markable novelty. The section of
the spokes was of an oval form and
1 P^l I tne r ' m ^ ver y much the same
shape as that which is in common
use at the present time. This kind
of driving wheel has since come into
g> almost universal use in this country.
Another important improvement adopted by Mr. Rogers in the construction of
this engine, was the counterbalancing the weight of the crank, connecting rods and
piston. For this he filed a specification in the Patent Office, dated July 12, 1837. It is
described as follows in the specification :
"The nature of my improvement consists in providing the section of the wheel opposite to the
crank with sufficient weight to counterbalance the crank and connecting-rods, making the resistance of
the engine less in Stirling, and in running; also, preventing the irregularity of motion caused hy that
side of the wheels when the cranks are placed in the usual mode of fitting them up. The irregular
motion which arises from not having the cranks and connecting-rods balanced, is attended with much
injury to the engine, and to the road, and with much loss of power.'*
In order to counterbalance the weight of the parts referred to, the rim of the
wheel opposite the crank was cast solid, while the other part of it was made hollow.
The importance of counterbalancing was not recognized until several years after it had
been introduced by Mr. Rogers, and, when attention was drawn to it, many doubted the
necessity of balancing anything more than the cranks.
THE HISTORY OF LOCOMOTIVE BUILDING. 13
The trial trip of the Sandusky was made from Paterson to Jersey City and New
Brunswick and back on the 6th of October, 1837, Mr. Timothy Smith acting as engi-
neer. The performance of the engine was entirely satisfactory; the gauge of the road
was 4 ft. 10 in., the same as that of the New Jersey Railroad & Transportation Com-
pany, for which road the engine was intended. It was, however, bought for the Mad
River & Lake Erie Railroad by its President, Mr. J. H. James, of Urbana, Ohio, and
on the 1 4th, it was shipped via Canal and Lake, in charge of Mr. Thomas Hogg, in the*
schooner " Sandusky." Mr. Hogg had worked upon it from the commencement. It
arrived at Sandusky, Nov. 17, 1837, at which time not a foot of track had been laid.
The road was built to suit the gauge of the engine, and the Legislature of Ohio passed
an Act requiring all roads built in that State to be of 4 ft. 10 in. gauge, the same as the
engine Sandusky.
The engine was used in the construction of the road until the nth of April, 1838,
when regular trips for the conveyance of passengers commenced between Belleview and
Sandusky, a distance of 16 miles.
The engineer was Thomas Hogg, who ran the engine for three years, keeping it
in repair. It continued in service many years, until engines of larger size were required
to do the work.
The second locomotive built by Mr. Rogers was called the " Arresseoh No. 2."
It was completed in February 1838 for the New Jersey Railroad & Transportation
Company. It was similar in design to the " Sandusky."
The third engine was named the " Clinton " and was built for the Lockport &
Niagara Falls Railroad Company, and was delivered to it in April 1838. It differed
from the first engines in having cylinders which were 10 in. in diameter and 18 in. stroke
and the gauge was 4 ft. 8^4 i"- Both the driving and the truck wheels of this engine
had hollow oval spokes and hollow rims with wrought iron tires. This engine \vas run
by Wm. E. Cooper until November 1843, when it was sold to the Toledo & Adrian
Railroad for $6,500, the original cost. It was said by Mr. Cooper that when the engine
was sold it was considered to be one of the best working engines in existence.
An engine called the "Experiment," was the next, or the fourth locomotive turned
out. It was made for the South Carolina Railroad, and was delivered in June 1838.
This engine differed from those previously built at these works, in having a smaller
cylinder and longer stroke than usual.
The Sandusky was the type of the first four locomotives built by Messrs. Rogers,
Ketchum & Grosvenor. In many respects they all resembled the Stephenson engines.
They had inside cylinders and a crank-axle but differed from English locomotives chiefly
in having a truck instead of a pair of leading wheels. The driving axles were in front of
the fire-boxes, with the result that the overhang of the latter behind the axle brought an
undue proportion of the weight of the engine on these axles.
To remedy the evil of an excessive amount of weight on the driving axle the
THE ROC.KKS LOCOMOTIVE AND MACHINE WORKS.
Fig. 14.
latter was placed behind the fire-box in the fifth engine, called the " Batavia," Fig. 14, built
at these works. When this was done, however, there was too little load on the driving
wheels, and an arrangement was provided for transferring part of the weight of the tender
to them. The Batavia was built for the Tonawancla Railroad, and was completed in 1838.
The shape of the furnace, in plan,
was semi-circular at the rear part,
and it had a hemispherical top sur-
mounted with a dome. This form
of fire-box was used as late as 1857.
In his early engines, besides
using inside cylinders Mr. Rogers
also followed the plan which is still
used in England, viz : putting the
cranks for parallel or coupling rods
opposite to the main cranks. He soon found that this arrangement, while it had some
advantages, such as requiring less counterbalance, caused the journals of the driving
axles to wear oval ; he therefore adopted the plan of putting the cranks for both main
and outside rods on the same side of the centre of the axle.
The "state of the art" of locomotive building in this country in its infancy is
graphically described in the following articles, which appeared in the American Railroad
Journal and Mechanic's Magazine of Dec. 15, 1839. In one of these the editor said :
" A few days ago, in company with one of the proprietors, we had the pleasure of a visit to, and
inspection of the very extensive works of Messrs. Rogers, Ketchum & Grosvcnor, at Paterson, New
Jersey, for the construction of various kinds of machinery. Our attention was, of course, principally
directed to the shops for the construction of locomotives, the main building of which is 200 feet long
and three stories high, and another of equal length containing near 50 forges, most of which were in
operation, notwithstanding the pressure of the times.
" We saw a number of engines in different states of forwardness, and though the general forms
are those of 6-wheeled American Engines in general, we were not a little gratified with several minor
arrangements, new to us at least, which have been introduced by Mr. Rogers, and to which we shall
briefly refer.
" The wire gauze of the smoke pipe is protected by an inverted cone, placed in the axis of the
pipe, a few inches below the wire gauze. The base of the cone is curled over so as to scatter the sparks
over a large portion of the surface of the wire cloth, and to prevent the top of the spark-catcher from
being burnt out before the rest of the wire cloth is materially injured; it also tends to throw the larger
sparks down between the pipe and the casing, and will do something towards diminishing this standing
reproach.
" The truck frames, whether of wood or iron, were admirably stiffened by diagonal braces, and
where the crank axle is used, the large frame is very strongly plated in the manner of Stephenson's
engines, the neglect of which till very lately has been, we are informed, a constant objection to the
Philadelphia engines on the Long Island and Troy railroads.
" The wheels are of cast iron, with wrought iron tires ; the spokes are round, and they, as well as
the rims, are hollow, except where the crank axle is used, when the rims are cast solid on one side so
as to counterbalance the cranks.
"Our readers will probably remember an article on this subject in the Journal, Nos. 7 and S,
page 244 of the present volume, on " side motion or rocking,' 1 by G. Heaton, where its success on the
Birmingham railroad has been complete.
THE HISTORY OF LOCOMOTIVE BUILDING. 15
" Mr. Rogers balanced his first engine wheels two and a half years since, and entered a specifi-
cation, not with the intention of taking out a patent, but to prevent anyone else from doing so ; and
thus deprive the community of the benefit which Mr. Rogers was desirious of conferring, and which
we understand other makers are now availing themselves of. Tha advantages are fully explained in the
article referred to.
" When the crank axle is used, the eccentric rods and the cranks of the rockshafts are placed on
the outside, where they are easily got at, and where they are not crowded into the smallest possible
space, as with the ordinary arrangement. For this, also, a specification was entered with the same
object as in the preceding case.
" But we were most pleased with the arrangement of levers to which the eccentric rods are
fastened, and thus the reversing depends on no contingency, for the rods are forced in and out of gear;
a single handle only is required to manage the engine much more rapidly and efficiently than by the
ordinary mode. The boilers are 8 ft. long for an 8-ton engine, and with 120 flues, the usual length of
the former being, we believe, 7 ft., and the number of the latter about 80 or 90; by this deviation the
area of heating surface is increased, and the heat remains longer in contact with the flues, while the
addition to the weight is very trifling compared with the advantages derived from the saving of fuel.
' Mr. Baldwin, of Philadelphia, took out a patent some time since for a very ingenious mode of
saving half the crank, by inserting the wrists into one of the spokes of the driving wheels, and this has
been very closely imitated by making one complete crank, and by letting one-half of it into a spoke
which is cast larger than the others, with a receptacle for the purpose. This latter plan has been
adopted by Mr. Rogers and others in this neighborhood, whilst the Boston machinists aim at bringing
the two cranks as near together as possible. The relative merits of straight and cranked axles
are so well pointed out in Mr. Wood's papers on locomotives in these numbers, that we shall merely
beg leave to state that the plan of Mr. Baldwin and its imitation, appear to us to combine the liability
to fracture of the crank axle with the loss of heat, the exposure to accident, and the racking of frame
and road ascribed to the straight axle ; for the only difference is the thickness of the spoke, the loss of
heat is the same in both, the protection Against any serious accident is too trifling to be considered,
whilst, with the cranks as close together as possible, the cylinders are completely protected.
"We offer these remarks as our views merely, and with all due deference to the superior skill of
Messrs. Baldwin and Rogers. Mr. Rogers, in common with all other experienced machinists with
whom we have conversed, is decidedly opposed to any increase of width of track beyond 5 ft., with the
present weight of engine.
" As regards the power of the engines, they are able to slip the wheels when the rails are in the
best state : this they do in common with all good American or English engines, consequently any
accounts of extraordinary performance would be worse than superfluous, when we know that they will
do all that any other engine whatever, with the same weight on the driving wheels, possibly can do.
" As a last remark, we would observe, that there is more finish on the engines of Messrs. Rogers,
Ketchum & Grosvenor than we are in the habit of seeing; some parts usually painted black being highly
polished. On the whole we consider their new establishment eminently calculated to add to the reputa-
tion of American Locomotives, as it has for many years largely contributed to the character of
American machinery for the manufacture of cotton and other objects."
AN EXTRAORDINARY FP^AT.
In the same number of the same journal, is the following letter which still further
elucidated the subject :
"GENTLEMEN ; As you seem to take a deep interest in the success of American locomotives, I
will give you a statement for your gratification, in relation to a performance on the New Jersey Rail-
road a few days since.
"Owing to some circumstanoes, of which I am not informed, it became necessary for a locomotive
on the way from Jersey City to New Brunswick, to take, in addition to its own load, the cars
attached to another engine, which made the number equal to 24 loaded four-wheeled cars, and with as
much apparent ease as could be desired, notwithstanding the grade for four miles is equal to 26 ft. per
mile, stopping on the grade to take in passengers, and starting again with the greatest ease. The average
16
THE ROGERS LOCOMOTIVE AND MACHINE \\ORKS.
speed on the grade was 24^ miles per hour. This may not be in your estimation anything extra-
ordinary, yet I consider it a performance worth recording, by way of contrast with the greatest and
most extraordinary performance of a locomotive ever heard of in these days, which occurred on the
Liverpool & Manchester Railroad in 1829, only ten years ago. Twenty tons on a level road at the
rale of ten miles per hour, was then considered wonderful! Astonishing! Even in a country famed for
its extraordinary discoveries; yet here, only ten years after, we see an engine built in this country too,
taking a load probably equal, cars and tender included, to 120 or iSo tons at the rate of 24^2 miles per
hour, up a grade of 26 ft. per mile. This engine was built, I understand, at 1'aterson, New Jersey,
by Messrs. Rogers, Ketchum it drosvenor, a concern not yet so well known to this railroad community
as manufacturers of locomotives as they ought to be, or as they soon will be, if they continue to turn out
such machines as the one above alluded to.
''If such have been the improvements in the past, what may they not be, permit me to ask, in the
next ten years ?
" Pardon me for thus troubling you, but my aim is rather to call attention to the rapid march ot
improvement in this mode of communication, than to direct attention to any individual or company,
although those gentlemen, in my opinion, deserve as manutacturers, much more than I have said of
them.
" Yours truly,
NEWARK, N. J., December 14, 1839. "JKKSKV IJi.rii."
Soon after he commenced building locomotives Mr. Rogers became convinced
that inside connected engines, with crank axles, were inferior in many respects to outside
connected ones, besides being more expensive to build and to keep in repair; he also
became satisfied that in the matter of steadiness, the inside-connected had no advantage
over the outside-connected engine, and that, with proper counter-balancing, the latter
could be run as fast as required without any injurious oscillation; and also, that it
required more skill to properly counterbalance inside connected engines than outside
ones. Therefore, he was an earnest advocate of this style of engine, and recommended
outside-connected engines as better than inside-connected ones.
Fig. 15 represents the " Stock bridge," built in 1842, with outside cylinders. In
this engine the driving axle was placed in front of the fire-box and a pair of trailing
wheels behind to carry the overhanging weight. The load on the driving wheels was ol
course reduced by an amount equal to that carried by the trailing wheels, so that this
type of engine was also deficient in adhesion and power.
Fig. 15. Fig. 16.
The next step which was made was to substitute a pair of driving wheels for the
trailing wheels, and couple them with the main driving wheels. This form of engine,
shown by Fig. 16, was patented in 1836 by Henry R. Campbell, of Philadelphia, and
THE HISTORY OF LOCOMOTIVE BUILDING.
was adopted by Mr. Rogers in 1844. This plan has since been so generally adopted in
this country that it is now known as the " American" type. Fig. 17 represents an engine
of this kind built at the Rogers Works in 1844. It had four coupled driving wheels and
outside cylinders, the eccentrics were on the back axle, the pumps were full stroke,
worked from the cross-heads. It had springs over the back axle bearings, and also in
the centre of the levers which extended from the driving axle to the centre of the truck on
each side of the engine. The truck was pivoted and turned upon a centre pin fixed to
Fig. 17. Fig. 18.
the boiler; the arrangement did not give satisfaction, and was altered after a short trial.
This engine was remarkable from the fact that it is the first example of the use of an
equalizing beam between the driving wheels and truck.
The engine shown by Fig. 18 was built in 1845, and had equalizing levers
between the driving wheel springs; the truck had side bearings and springs over the
sides of truck ; the pumps had short stroke and were worked from the cross-head as
shown.
Fig. 19.
Fig. 19 shows an engine built in 1846 with the driving wheels spread well apart.
It had V hooks and independent cut-off on the back of the main valves; this was a
favorite kind of engine for many years.
In 1848 Mr. Rogers was requested to furnish some engines with six coupled
wheels for the Savanilla Railroad in Cuba. He then designed and built the first ten
wheeled engines ever made at the Rogers Works. There is no drawing of these engines
extant. They had, however, outside cylinders 15^ in. diameter by 20 in. stroke. The
1 8'
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
ten-wheeled engines, which had been built previous to this time, had inside cylinders and
crank axles. The connecting rods of the engines for the Savanilla Railroad were made
to take hold of the outside journal of the main crank pin, which at that time was a new
departure.
Fig. 20 represents a plan of ten-wheeled engine, with half-crank keyed on the
driving wheel, same as Baldwin's
plan. This pattern of engine was
built in 1848 after those for the
Savanilla Railroad. The engine had
6utside bearings and equalizing lev-
ers between the spring's ; it also had
cranks on the axles outside the
frames to which the coupling rods
Fig. 2O. were attached. A number of engines
on this plan, with cylinders 17X22, was built for the New York & Erie Railroad. They
all had independent cut-off valves.
Fig. 21 represents an inside cylinder engine with full crank; the steam chests were
inclined sidewise, so that the valves
could be readily got at. This was
one of the improvements introduced
by Thomas Rogers. The engine had
V hooks and independent cut-off valves,
and was built for the Paterson & Hud-
son River Railroad.
On the style of engine shown by Fig.
22, the shifting link motion was intro-
duced. Thomas Rogers was one of
Fig. 21.
its earliest advocates, and did more towards its successful introduction on American
locomotives than any other
person. He was not only
an early, but an earnest
advocate of it, at a time
when it was condemned by
some of the most promi-
nent engineers in the coun-
try. Time has amply proved
all that he claimed for it,
which was that it is the
Fig. 22.
most simple and efficient form of valve gear that has ever been devised.
THE HISTORY OF LOCOMOTIVE BUILDING.
Fig. 23 represents a style of passenger engine which was first built in 1852. It
had 15X22 in. cylinder driving wheels 5 ft. in diameter. It had what may be called
Fig. 23.
supplementary outside frames, which carried the running board, cab, &c. It had shifting
links, hung from below, and the truck axles had both inside and outside bearings.
The form of engine represented by Fig. 24, was first built in 1853, and was for a
Fig. 24.
long time very popular. Many railroads in the country were equipped with them. The
cylinders were 16x22 in. and the driving wheels 5 ft. diameter, although the size of the
latter was varied somewhat in different engines.
Fig. 25.
Fig. 25 represents a six-wheeled coupled engine built in 1854. The following
report of its performance was published in the American Railway Times in 1859 :
20
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
"The engine ' Vulcan,' of the Buffalo <fc State Line Railway, came out of the shop after a general
overhauling, on the 151!! of December, 1856, and made 15 trips of 90 miles each, 1,350 miles, and
hauling 435 cars in that month.
" In the year 1857, this engine made 312 trips of 90 miles each, hauling 8,509 cars ; in the year
1858, this engine made 290 trips, hauling 9,351 cars."
On the death of Mr. Thomas Rogers, which occurred in 1856, the business there-
tofore conducted by Rogers, Ketch u in & Grosvenor was re-organi/,ed under a charter,
.with the title of The Rogers Locomotive & Machine Works, and Mr. William S. Hudson
was then appointed Superintendent. He was a prolific inventor and an excellent
mechanic, and introduced many improvements in locomotive construction, which will
be described further on.
The first " Mogul " engine, Fig. 26, built at the Rogers Works, was completed in
1863. This plan of locomotive was made possible by the invention of the llissell truck
and the addition of the swing links to it by A. V. Smith, both of which will be described
in another chapter. With a single axle truck in front of the cylinder, the front driving
Fig. 26.
wheels can be placed farther forward than they can be on a ten-wheeled engine with a
four-wheeled truck, one axle of which is in front, and another behind the cylinders.
Consequently Mogul engines have a larger proportion of their weight on the driving
wheels than ten-wheeled engines have, and this has brought the Moguls in favor for
freight service.*
The demand for more powerful locomotives naturally suggested coupling four
pairs of wheels and led to the " consolidation " type, which has eight driving wheels
coupled, and a pony truck in front of the cylinders. In 1880 the first consolidation
engine built at the Rogers Works was completed, and was substantially like that shown
by plate VI.
The types of engines which have been described, are the principal ones which
have been evolved in this country for ordinary freight and passenger service. Besides
* A plan shown in Plate X was designed for a ten-wheeled engine at the Rogers Locomotive Works
willi a four-wheeled truck in front of the cylinder. The order for these engines was however, ultimately given
to another establishment. In this design it was aimed to secure all the advantages of both the ten-wheeled and
Mogul plans.
r : !
. -. . . - : :
THE HISTORY OF LOCOMOTIVE BUILDING. 21
these there lias been a demand for locomotives for special service, such as switching,
urban and suburban traffic, and for narrow guage railroads ; the narrowness of which
made it essential to design special methods of construction.
The most common plan used for switching engines is that shown in Plate XIII,
which has four coupled wheels, both axles being placed between the furnace and smoke-
box. Separate tenders are furnished with locomotives of this kind, or the tanks may be
placed on top of the boilers as shown in Plate XV.
When more powerful engines are required, six coupled wheels are used with the
axles all between the furnace and smoke-box, as in Fig. 25 and Plates XIV and XVI.
Some six coupled engines have been built with an axle behind the fire-box, but with this
arrangement the overhanging weight of cylinder, smoke-box, &c., bring an undue
amount of weight on the front pair of wheels.
The advantage of locating the driving axles between the furnace and smoke-box,
is that the overhanging weight of the furnace behind, balances that of the cylinders,
smoke-box, &c., in front, and in this way the driving wheels carry the whole weight of
the engine and it is equally distributed on them. Placing the water tank on top of the
boiler is inconvenient and unsightly, and when in that position it is difficult to get room
enough for an adequate supply of water, and there is also the disadvantage of a varying
load on the driving wheels, which may be excessive with the tank full, and insufficient
when it is empty. For these reasons Mr. Hudson, after he became Superintendent of
the Rogers Works, turned his attention to devising methods of construction which would
retain all the advantages of the arrangement of axles described, but which would at the
same time give a longer wheel base for steadiness, but with sufficient flexibility to enable
the engine to run round sharp curves easily. The requirements of suburban and other
traffic, in which engines must make short runs, had also created a demand for locomo-
tives which could be conveniently and safely run both ways, and which would not require
to be turned around at the end of each journey. Having these objects in view, Mr.
Hudson, in 1867, designed and patented the plan of tank locomotive represented by
Plate XVII, which soon became known as Hudson's " Double Ender." In this the two
driving axles were placed between the furnace and smoke-box, and a Bissell truck was
placed at each end of the engine. Mr. Hudson's patent was dated May 7, 1867, and
was re-issued December 7, 1875.
It will be seen that the water tank of these engines was on top of the boiler.
This arrangement was open to the objections which have been pointed out. To over-
come these Mr. Hudson, in 1872, designed and patented the plan of engine represented
by Plate XVIII. In this the arrangement of the driving axles and the front truck,
excepting the equalizing arrangements, are the same as that of the " Double Ender" plan,
but instead a two-wheeled Bissell truck behind, a four-wheeled swing motion truck was
substituted, and the water tank instead of being placed on top of the boiler, was placed
over the four-wheeled truck. This arrangement was patented July 16, 1872.
In 1866, Mr. M. N. Forney patented the plan embodied in the engine shown in
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Plate XX. A number of engines of that kind have been built at the Rogers
Locomotive Works for various roads. Whether a leading truck is essential for engines of
this class has been a subject of a good deal of controversy among railroad engineers.
To reconcile the views of the various parties to this dispute, the Rogers Works build
locomotives either with or without the leading truck, as required, leaving to the pur-
chaser and user the task of determining whether a leading truck is useful or not.
In 1872 Mr. Hudson took out seven patents for different plans of tank engines
with trucks at each end. In all of them his system of equalizing levers between the
trucks and driving wheels springs, which is described in another chapter, was used, and
his patents were chiefly for various applications of that system.
Plate XXIII represents an engine built in accordance with one of his patents.
It was built for a narrow guage road, and in order to get as wide a fire-box as possible
the frames were made as shown by Figs. 180 and 181 and described on page 62.
He also patented in 1873 a plan for a compound locomotive. This had two out-
side cylinders in the usual position, the one being of larger diameter than the other. It
was intended that ordinarily live steam from the boiler should be admitted to the small
cylinder only, from which it exhausted into a super-heater in the smoke-box before it
passed into the large cylinder on the opposite side. The steam pipe was connected with
the steam chest of the large cylinder by another pipe of smaller diameter. Live steam
could be admitted by the small pipe to the large cylinder if required. This plan was
never put into practice.
Mr. Hudson's death occurred on the 2oth of July, 1881. He was then 72 years
old.
The following extracts are taken from an account of his life, which appeared in
the Railroad Gazette immediately after his death :
" He was born near the town of Derby, England, in 1809, and at an early age began to learn
the trade of an engineer and machinist, serving part of his apprenticeship under George Stephenson.
In 1833, when 24 years of age, he came to this country, and for a time found work in the engine room
and machine shops attached to the Auburn State Prison in New York. He soon left that place, however,
and engaged as a locomotive runner on the old Rochester <fe Auburn Railroad, now a portion of the New
York Central. Subsequently he ran an engine on the Attica & Buffalo Railroad, and was made Master
Mechanic of the road, which he left in 1852 to become Superintendent of the Locomotive Works of
Rogers, Ketchum & Grosvenor, at Paterson, N. J. In 1856 these works were incorporated as the
Rogers Locomotive and Machine Works, and Mr. Hudson was made Mechanical Engineer and Super-
intendent, a position which he held until his death. He succeeded Mr. Thomas Rogers, who was the
founder of these works, and who probably did more than any other man to develop the design and
improve the construction of the American Locomotive as it is to-day. But Mr. Hudson took up the
work where Mr. Rogers left it, and during the 30 years that Mr. Hudson occupied the position of the
head of the mechanical department of this establishment, he made many improvements in the locomotives
built there, chiefly of a kind which are the result of simplifying details, adopting better methods of
putting work together, and making the engines more substantial and more serviceable. He studied, as
probably no other locomotive builder did the performance of the engines he built. He was constantly
looking out for their weak points, and it was said by the present head ot the establishment that Mr.
Hudson was always more concerned about building a good engine than he was in making a good profit."
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 23
The business of the Rogers Locomotive and Machine Works is now conducted by
Mr. J. S. Rogers, the President of the Company, who is a son of the founder of the
establishment.
CHAPTER V.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
DURING the period of fifty years that has elapsed since Mr. Rogers first commenced
to build locomotives in Paterson, not only has the machine as a whole been going
through a process of evolution, as described in preceding chapters, but there has also
been a development or adaptation of its various parts or organs, as they may be called,
to the functions which they have to perform. A description of the different forms
and methods of construction of these organs, which were adopted and in use at various
times, will therefore become a sort of comparative anatomy of American locomotives.
This may conveniently be divided into three parts, one relating to the boiler, another
to the engines, and a third to the carriage or running gear. These will be taken up in
succession.
THE BOILER.
The boiler of the Sandusky, the first engine built by Messrs. Rogers, Ketchum
& Grosvenor, was substantially the same as that of the Stephenson engines, of what is
known as the " Planet " class, that is the top of the furnace was semi-cylindrical in form
and flush or nearly flush, with the top of the barrel of the boiler. The horizontal section
of the fire-box below the barrel of the boiler was square or nearly so.
In 1837 Mr. Bury was made locomotive Superintendent of the London &
Birmingham Railway in England, which gave him an opportunity of adopting extensively
on that line a class of engines, the original of which he introduced on the Liverpool &
Manchester Railway in 1830. These were four-wheeled engines with inside cylinders,
not unlike Stephenson's in their general plan, but the tops of the furnaces instead of being
semi-cylindrical were hemispherical, and the horizontal section of the fire box, below the
waist of boiler, was of a form approximating to the letter D. the flat part being in front.
This form of fire-box was adopted in the fifth engine built at the Rogers Works, and it
was in continuous use until 1857, and is shown in Figs. 14 to 22.
A large proportion of the early locomotives built in this country were built to
burn wood. The Baltimore & Ohio Railroad was perhaps the only pioneer road that
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
commenced by using coal for fuel, and even on that line many locomotives burned wood.
As the weight of locomotives was increased and coal was substituted for wood, larger
fire-boxes were required, and this led to the abandonment of the hemispherical topped
furnace, which was not well adapted to fire boxes whose length was materially greater
than their width, and the semi-cylindrical form which was first used, was substituted in
its place. In these the crown sheets were usually stayed with crown-bars placed either
lengthwise or crosswise on top of the fire-box.
Fig. 27.
Fig. 28.
Fig. 29.
At first the cylindrical tops of the furnaces were made flush with the tops of the
barrels of the boilers, but this form was succeeded by Avhat is known as the " wagon top"
form of boiler, which was first used in the Rogers Works in 1850. The tops of the
furnaces, in boilers of this kind, were also semi-cylindrical, but they were made con-
siderably higher than the barrels of the boilers as shown in Figs. 23 to 26. The exact
reason for first adopting this form of boiler is not known, but it had the advantage of
giving more steam room, and allowed the use of more tubes and consequently more
heating surface than could be used in a flush topped boiler. The wagon top also gives
more room for workmen on the inside of the boiler, over the crown sheets, and it thus
facilitates construction and repairs. Mr. Hudson was always a strong advocate of this
form, and he gave especial attention to staying it, as is shown in Figs. 27, 28, and 29, in
which the stays and braces are shown.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
For burning anthracite coal, it was found that very long fire-boxes were required.
In 1860 the form shown in Figs. 30 and 31 was built at the Rogers Works from the
Fig. 30. Fig. 31.
design of Mr. Millholland, of the Philadelphia & Reading Railroad. The top of this
Fig. 32.
furnace sloped downward from the barrel of the boiler, and the crown sheet was stayed
with screw stays, excepting for a short dis-
tance behind the tube plate. Water grates
were used in this fire-box and are shown in
the engraving.
In 1 86 1 some fire-boxes with long com-
bustion chambers and a water bridge, as
shown in Fig. 32, were constructed for the
New Jersey Railroad & Transportation Co.
In 1862 a fire-box with the water leg
A, Figs. 33 and 34 was made for the Chicago,
Burlington, & Quincy Railroad.
J8W8W*
oSoXoRoxoRo
Fig. 33.
Fig. 34.
26
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
The brick arch, Figs. 35 and 36, was used in 1865.
Fig. 35. Fig. 36.
In 1871 some engines were built for the Cumberland Valley Railroad, with the
Buchanan fire-box, shown by Figs. 37 and 38.
Fig. 37. Fig. 38.
The form of the Belpaire fire-box, shown by Figs. 39 and 40, was applied to
locomotives for the Matanzas Railroad of Cuba in 1874.
Fig. 39. Fig. 40.
The Belpaire fire-box has been extensively used on the continent of Europe, and
within the past few years has been regarded with much favor by some of the leading
master mechanics in this country, and it has been adopted on a number of railroads here.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
The fire-box represented by Figs. 27, 28, and 29 is however, the one which has
been the most commonly used for engines built at the Rogers Works. It has stood the
test of long experience, and is still regarded with much favor by engineers and master
.mechanics.
Fig. 41.
Fig. 42.
The form of brick arch shown in Figs. 41 and 42 was used in 1881. In this it
will be seen that the fire-brick is supported on bent water tubes which are attached
at one end to the crown sheet, and at the other to the front plate of the fire-box.
Another form of brick arch supported on water tubes is shown in Figs. 43 and 44.
This was used in 1885.
Fig. 43.
Fig. 44.
TUBES.
Very soon after coal was substituted for wood as fuel in locomotives, the use of
copper and brass tubes was abandoned in this country, and iron tubes were used instead.
At first there was a great deal of trouble in keeping these tubes from leaking. This was
especially the case before steam gauges were generally used. Without these instruments
it was impossible to tell what the steam pressure was, until the safety valves commenced
blowing off. They were therefore the principal guides by which the fireman was
governed, that is, he would "fire" until "she commenced blowing off," and then he
would open the furnace door wide to cool the fire. The result was that the tubes were
28
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
thus exposed to alternate currents of cold and hot air, and were thus continually
expanded and contracted, which caused them to leak. With a steam gauge, however,
a fireman had always a guide before him to indicate just what the steam pressure was,
and could control his fire accordingly, and therefore was not obliged to open the furnace
door so often to regulate the steam pressure.
While the frequent expansion and contraction of the tubes probably caused
them to leak, yet there can be no doubt that the methods of fastening them which were
at first used were much less efficient than those which have since been adopted.
Fig. 45.
T
Fig. 46. Fig. 47.
The manner of fastening tubes in 1837 is shown in Figs. 45, 46, and 47. The
tube was inserted into the hole in the tube plate, and a tapered mandril, shown by Fig.
46, was driven into the end of the tube, so as to expand it to the full size of the hole in
the plate. This mandril was flattened on five sides, as shown in the end view, Fig. 47.
After each blow on the end of the mandril it was turned slightly so as to expand the
tube equally all around. The end of the tube was then turned over, as shown in Fig. 45,
which represents a longitudinal section of it. Probably some form of caulking tool was
used for this purpose. A wrought iron thimble Z"was then driven into the end of the tube.
Fig. 48.
Fig. 49.
In 1840 the form of caulking tool shown in Figs. 48 and 49 was adopted. This
was inserted in the end of the tube with the notch A, bearing against the edge, which
was then turned over by driving the tool against it with a hammer.
As already stated, thirty or forty years ago a great deal of trouble was experienced
on locomotive engines with leaky flues. It was a constant source of annoyance, and every
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
2 9
few days some one had to go into the furnace to hammer or caulk up the ends of the
flues and thimbles (the flues at that time were either copper or brass, and the thimbles
were of wrought iron).
In 1850 Mr. Hudson, then Master Mechanic of the Attica & Buffalo Railroad,
conceived the idea that if cast iron thimbles were substituted for wrought iron it would
remedy this standing difficulty. Acting on this idea he proceeded to verify it, first by
taking a thimble of each kind, wrought and cast iron, turning them accurately to a guage,
then heating them red hot, measuring them, and noting the expansion of each ; afterward
cooling them in water and again measuring them. This process of heating, cooling, and
measuring was repeated twelve times, when the wrought thimble was found to be
appreciably smaller in size than at first, and the cast iron thimble larger. It was noticed
that the former thimbles expanded more than the latter when red hot; this was anticipated.
To carry this idea into practice, a locomotive with leaky flues was taken: All
the thimbles were taken out, the flues carefully expanded, and new thimbles put in. One
half, or all on one side of the centre line of the flue sheet vertically, were of wrought iron,
and the other half were all of cast iron. At the end of the first trip, when the boiler
was cooling down, it was found that all the flues with wrought iron thimbles were leaking,
whereas, at the same time, all those opposite to them with cast iron thimbles were tight.
The wrought thimbles were then taken out and cast iron ones put in their places, when
all stopped leaking and so continued, the engine doing duty, without any more trouble
from leaky flues. The attention of Thomas Rogers was called to the fact, and he began
to use cast iron thimbles with a like result. Mr. Rogers called the attention of John
Brandt, then in charge of the motive power of the Erie Railway to the subject; he, also,
immediately tried cast iron thimbles, and found the result as stated above, and hence
their use spread and became almost universal; few, except those who had experience in
the matter at that time, can now realize how much annoyance and expense were saved
by the change.
Fig. 50.
Fig. 51.
In 1861 tubes were fastened as shown in Fig. 50, that is, a copper end or thimble
was brazed to the end of the tube, and a steel thimble was placed on the inside of it, so
as to bring the copper between it and the tube plate. The soft copper between the steel
thimble and the plate, it was found, assisted materially in making and keeping the tubes
tight.
In 1862 the method shown in Fig. 51 was adopted. In this the copper end was
dispensed with and a copper thimble was placed on the end outside of the tube as shown.
THE ROGERS LOCOMOTIVE AND MACHINE UORKS.
The Prosser expander was first used a't the Rogers Works in 1863. This
is shown by Figs. 52 and 53. Fig. 52 is a side view with the end of the tube and plate
shown in section at A and A. The expander consists of what may be called a plug
composed of eight sector-shaped pieces as shown in the end view, Fig. 53. These are
held together by an open steel spring ring B. In the centre of the sectors there is a
tapered hole C, Fig. 53 (shown by dotted lines in Fig. 52), into which a tapered plug,
Fig. 54, is driven. The open spring ring permits the sectors to separate when the tapered
plug is driven into the opening. The sectors each have a shoulder or projection at S, S,
These come just inside the tube plate, when the expander is inserted into the tube. By
driving in the tapered plug or mandril, Fig. 54, the sectors are forced apart, and ex-
pand the end of the tube. At the same time the shoulders S, S, produce a ridge in the
tube, inside of the plate, which helps to keep the joint tight.
Fig. 54.
Fig. 52. Fig. 53.
In 1867 the Dudgeon expander, shown by Figs. 55 to 58 was introduced. This
may be described as a hollow plug which has three rollers, R, R, R, Figs. 55 and 56,
which are contained in cavities in the plug in which they can revolve, and in which they
can also move a short distance radially, that is, from the centre of the plug outwards.
Fig. 58.
Fig. 57.
Fig. 55. Fig, 56.
When this expander is inserted in the end of a tube a tapered mandril, Fig. 57, is driven
into the central opening, and it then bears against the rollers J?, R and forces them out-
wards against the tubes. A crank handle is then attached to the square end of the man-
dril and it is turned around, which causes the rollers to revolve on their own axis. This
causes the hollow plug to revolve around its axis. The two thus have a sort of sun and
planet motion in relation to each other. As the rollers bear hard against the tube their
effect is to elongate it circumferentially, and thus enlarge it so as to completely fill the
opening in the tube plate. Usually copper ferrules are used outside of the ends of the
tubes. This method is the one which is now generally employed at the Rogers Works
for fastening tubes in their plates.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
FURNACE DOOR.
In 1865 Mr. Hudson used the furnace door deflector illustrated by Figs. 59 and
60. D is the deflector which is suspended from a hook Z/, attached to the fire-box over
the furnace door. A lever Z is fastened to the deflector by which it is moved out of the
way when coal is thrown in the fire. The position of the deflector is regulated by the
Fig. 59.
Fig. 60.
lever, and a latch Z at its upper end. A pair of sliding doors are used in connection
with the deflector. These are opened by a system of levers which are clearly shown in
the engravings. This was first suggested by a fireman in England, who found that by
inserting a scoop shovel upside down in the furnace door he could prevent smoke.
BOILER SHELLS.
In making boilers with iron plates, Mr. Hudson always took great pains to have
the plates of such sizes and proportions that the " grain " or fibres of the iron around
the barrel of the boiler would be in the direction to resist the greatest strain. This
practice is still continued in the Rogers Works when iron plates are used.
32 THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
In 1852 he adopted the method of making the horizontal seams of boilers, shown
by Figs. 61 and 62. This consisted of an ordinary single riveted lap seam with a cover-
ing strip or " welt " over the inside, which was made wide enough to take an extra row
of rivets on each side of the main row. The outside rows were spaced double the dis-
tance apart of those in the main row. The welts not only serve to strenghthen the
seams, but they cover the inside caulking edges where corrosion and " grooving " or
" channelling " as it is called, is most likely to occur. By being covered, these edges are
protected from the action of the water.
\
0000
0000000000000
1
Fig. 61
Fig. 62.
DOMES.
The first method of fastening domes, as shown in the engraving of the Sandusky,
Fig. 12, was to rivet a circular casting having a flange, top and bottom, to the barrel of
the boiler. The upper part of the dome was also made of cast iron and was bolted to
the top flange of the circular casting. A similar plan was also adopted when the domes
were attached to tops of the hemispherical shaped furnaces as shown in Figs. 12 to 22.
Even after the use of the hemispherical shaped fur-
nace was abandoned, cast iron domes were still used,
and in some cases the bases of the domes were made
of wrought iron. When the size of engines and
their domes was increased so much that it became
impracticable and unsafe to make them of cast iron,
they were made of wrought iron plates, with a flange
at the bottom, which was riveted to the boiler shell
as shown in Fig. 30. Later the boiler shell was
Fig. 63. flanged upward around the edge of the opening at
the base of the dome, as shown in Figs. 26 and 27, in order to give additional strength at
this point. The dome was then attached to the boiler with two rows of rivets. In 1880
a reinforcing ring Jt, 1?, was added at the base of the dome as shown in Fig. 63. This
serves to strengthen the boiler shell at the base of the dome, where it is weakened by the
opening required to give access to the inside of the boiler.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
33
GRATES.
With very few exceptions, the fuel used in the early locomotives in this country
was wood. This could be burned successfully with an ordinary " plain " grate as it was
called, consisting of narrow bars with spaces about ^ in. wide between them. Figs. 64
and 65 show a grate of this kind, which was used in 1840. The bars were made of cast
iron, the material of which locomotive grates are almost universally made in this country.
Figs. 66 and 67, however, represent a grate made of wrought-iron bars, bolted together
in groups of four bars each. The use of wrought-iron bars is however an exception to the
general practice in this country. The grate shown in the figures last referred to has a
drop door D at the front end. This is hinged at B and is held up by the arms A, A,
on the shaft S. To drop the door, the shaft is turned by the lever on the end of the shaft
which lowers the arms A, A, and allows the door to fall.
Fig. 66.
Fig. 64.
Fig. 65.
Fig. 67.
As much of the bituminous coal in this country, contains a great deal of material
which causes it to clinker, or otherwise interferes with its free combustion, it has been
found essential to provide locomotives with what are called shaking grates for " clearing
the fire." A number of different grates of this kind which have been applied to locomo-
tives at the Rogers Works are shown by the following engravings :
3
34
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Figs. 68 to 71 represent the Allen & Hudson grate, which was patented by Mr.
Albert J. Allen and William S. Hudson in 1858. The grate is composed of a series of
cast-iron bars with lugs on their sides as shown in the plan. Underneath the bars are
Fig. 68.
Fig- 70.
Fig. 69.
two cast iron rocking shafts, S, S', which
have arms a, a' and b,b' on their opposite
sides. Each grate bar has two projections
c, c 1 and d, d' , on its under side. To make
it clear how the grate operates, it may be
explained that the bar />, B, shown in Fig.
69, has the two projections/, c 1 ', attached
to it, and that the projections </, </' are at-
tached to the bar next to B, B. The pro-
*"~ 1 jections c, c 1 ', are connected by pins to the
arms a, a', and </, //', are attached to the
arms l>, b 1 . It is obvious then, that when
the shafts S, S', are rocked, that the arms
a, a 1 will rise, and b, b 1 will fall simulta-
neously, and vice versa, and that the grate
bars connected to these arms will have a
Fig. 71.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
35
corresponding movement. As the alternate bars which compose the grate are connected
to the arms on the right side of the shafts, S, S, and the bars between them are connected
to the arms on the left side of the shafts, it is plain that the working of these shafts has the
effect of giving a limited upward and downward movement to the bars in which each bar
ascends as the next one on either side of it descends, and vice versa. This movement has
/
the effect of breaking up the clinkers or other foreign or residuary matter that may collect
upon the grate and which tends to choke the draft between the bars, and to cause such
matter to work down between the bars into the ash pan, and also serves to evenly dis-
tribute the fuel over the grate.
The working of the shafts S, S', is effected by means of the lever L which is
connected by a bar F, to vertical arms /, f, attached to the under side of the shafts.
The grate is also provided with a drop door.
Fig. 72.
Fig. 73.
Figs. 72 and 73 represent what is called a " finger" grate, which consists of cast
iron shafts, with projections or fingers on each side. These shafts rest in journals /, /, /,
and are rocked by a lever (not shown in the engraving) and bar B, the latter connected to
vertical arms K, K, K, attached to the shafts. It is obvious that as the shafts are rocked
the fingers on one side rise, and those on the opposite side fall, and that the effect will be to
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Fig. 74.
Fig. 75.
thoroughly shake up the fire. Figs. 74 and 75 represent another form of finger grate.
Both the forms illustrated were first used in 1860.
Figs. 76 to 89 represent various forms of "rocking" grates as they are called.
These have transverse grate bars with journal bearings at each end, similar to those of
-f-H
Q Q
f B 1 f P \ \~l ] T" B 1 f 1) \ I B \ j f-
O _ O _ . O
Fig. 76.
Fig. 77.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
37
Fig. 78.
r n n n n n n ri rfn
D
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_ o o
o o
o o
o o
,^c o
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o o
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Fig. 79.
the finger grates. The bars are rocked on these journals, which has an effect similar to
that of the finger grate in stirring up the fire. The construction and action of these
grates will be obvious from the engravings.
Fig. 80.
Fig. 81.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Fig. 82.
oo o oo
ooooo
ooo oo
ooooo
ooooo
ooooo
ooo
ooo
ooooo
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ooooo
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ooooo
Fig. 83.
For burning anthracite coal the water tube grate is almost universally used. The
form used on the Philadelphia &: Reading railroad is shown in Figs. 30 and 31. The
Fig. 84.
Fig. 85.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
39
Fig. 87.
tubes are put in as shown in Fig. 31. Solid bars B, B, are substituted for every fourth
tube. These bars pass through thimbles T, Fig. 30, in the back end of the fire-box, and
can be drawn out through this thimble to clean or remove the fire.
GL
mm
Fig. 88.
-^ j~
=ri
t^
1
h-
p
|-^_
(^
3
h=
TT^
2^ i!S
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o o o
o o o
r
Tr
o o
o o o
o o o
o o o
o o
o o o
**,
Fig. 89
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Figs. 90, 91, and 92 represent a water grate recently introduced to burn
bituminous coal.
a*
o o o o
EjQ
O O O
asru
o o o o o
Eu!
sat
O O O O
OOOOOC
)OOOOO
O O O O
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~~
_
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t
Fig. 91.
Fig. 90.
Fig. 92.
SMOKE POXES.
As early as 1859 some engines were built at the Rogers AVorks for the New Jersey
Railroad & Transportation Company with a form of extended smoke-box, shown in Figs. 93
and 94. A deflecting plate A was used in front of the top rows of tubes. In the same year
the form of plate shown in Figs. 95 and 96, which had an adjustable piece B on its lower
edge, was used on engines, both with and without the extended smoke-box. In 1862
the telescopic or adjustable petticoat pipe shown in Fig. 97 was applied to engines for the
Nashville & Chattanooga Railroad. Figs. 98 and 99 show the extended smoke-box ns
recently applied to passenger engines. A, B, is a deflecting plate in front of the tubes,
and C, C, C, is wire netting of number 13 wire, and 2-i meshes to an inch. The
exhaust nozzels F, F, it will be seen, are carried up above the horizontal centre line of
the boiler. A receptacle D, for sparks, is attached to the under side of the smoke-box
and has a sliding door E, for emptying the sparks and cinders which accumulate in the
front end.
The extended smoke-box, when it was first introduced, met with little favor, but
in recent years it has been extensively used.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
Fig. 93-
Fig. 94.
Fig, 95.
Fig. 96.
Fig. 97.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Fig. 99.
FEED WATER HEATER.
In 1859 Mr. Hudson designed a feed water heater, which is represented by Fig.
100, which he applied to a number of engines for the Southern Railroad of Chili, S. A.
It consisted of a cylinder C, filled with small tubes F. At the end of the cylinder there
was a chamber A and another B at the opposite end, which was connected together by
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
43
100.
the small tubes. The exhaust steam was admitted to A from the exhaust pipes by a pipe
D, and passed through the small tubes to B. The condensed water ran out through the
pipe Z, or it was conveyed to the ash pan. If not condensed, the steam passed through
the pipe G to the chimney. The water from the pump entered the heater at JS, and
escaped by the pipe F to the check valve. This heater was used for some time, but as
has occurred in numberless experiments with feed water heaters, it was finally abandoned
under the impression that its cost was greater than the saving it effected.
Fig. 101.
44
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
INJECTORS.
Injectors were first applied to locomotives at the Rogers Works in 1861. Fig.
101 shows the arrangement then used. Since that time they have been much improved
and are almost universally used for feeding locomotive boilers.
SAFETY VALVES.
Figs. 102 to 108 represent different kinds of safety valves which have been used
at various times, the construction of which is made sufficiently clear by the engravings,
without other explanation. The dates when they were first used is given below each figure.
Fig. I O2.
1869.
Fig. IO7.
Steam Chest Safety
Valve, 1882.
Fig. 104.
1872.
Fig. IO5.
1875-
Fig. 106.
1882.
Fig. 108.
1883.
SMOKE STACKS AND SPARK ARRESTERS.
There is probably no part of a locomotive, unless it to be the valve gear, on
which so much ingenuity has been exercised as on spark arresters. The very first engines
built at the Rogers Works had some kind of bonnet or wire netting on the top of the
chimney to "catch the sparks," and in the article on page 14 reprinted from the
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
45
American Railroad Journal, of December, 1839, it will be seen that at that time an inverted
cone was placed on the " axis of the smoke-pipe to protect the wire gauze." Unfortunately
there are no drawings extant of any of these early spark arresters. Figs. 109 to 137,
however, give examples of later practice, and show different devices demanded by those
who ordered locomotives of the Rogers Works. The date when they were first made
and the fuel used is given under each of the figures.
Fig. 109. Fig. I 10. Fig. III.
1854. Wood. 1854. Wood. 1854. Wood.
Fig. 109 is what is called a bonnet stack, on account of the bonnet or hood of
wire netting over the top. It was used for burning both wood and coal.
Fig. no had a deflecting cone and netting in the form of a cylinder over it.
Fig. 1 1 1 had a large deflecting cone with wire netting in conical form attached to
the lower edge of the deflector.
Fig. 112 had a cone with flat horizontal netting of annular form around it.
Fig. I 1 2.
1856. Wood.
Fig. I 13.
3. Wood and Coal.
Ficr. I 14.
1860. Bituminous Coal.
Fig. 113 is known as the diamond stack, from the form of the outline of its top.
It had a deflecting cone, but no netting.
Fig. 114 had a curious shaped deflecting cone and a cast iron guard at A, A, to
protect the sheet iron of the outside casing from the action of the cinders. It also had
an annular opening B B around the top, the supposition being that the air coming in
4 6
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
contact with the inclined surface C, C, would be deflected upwards through the opening
23, B, and thus create an induced upward current out of the chimney.
Fig. 115 had a deflector with conical netting over it, which was open at the top.
Fig. 116 was the same as Fig. 115, but of different form.
Fig. 1 1 7 is a straight chimney with a cast iron grate at the top and a sliding
damper at the base.
Fig. I 15.
1862. Bituminous Coal.
Fig. I 16.
1863. Wood.
Fig. I 17. Fig. I 18.
1864. Anthracite Coal. 1866. Bitum, Coal.
Fig. 118 had a deflector with netting over it, which was open in the middle. The
opening was surrounded by a cylindrical shaped netting as shown.
Fig. 119 was the same as Fig. no, but of different shape and proportions.
Fie. 1 19.
1867. Bituminous Coal.
Fig. 1 2O.
1869. Bituminous Coal.
Fig. 121.
1869. Bituminous Coal.
Fig. 122.
1870. Wood.
Fig. 1 20 had a deflector with a very large casing or receptacle for sparks.
In Fig. 121 the netting was placed horizontally over the deflector.
Fig. 122 represents the celebrated Radley & Hunter stack, which was at one time
very generally used for wood burning locomotives.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
47
Fig. 123 has a conical shaped netting over the deflector, with an opening in the
centre surrounded by another netting of cylindrical shape.
Fig. 124 has a deflector with a wire netting bonnet over it.
Fig. 125 is similar to Fig. 124.
Fig. 123.
1872. Wood and Coal.
Fig. 124.
1872. Wood.
Fig, 126.
1873. Coal.
Fig. 126 has a deflector with a circular opening above it, and cylindrical guard
around the edge made of perforated sheet iron or copper.
Fig. 127 shows what is called a "straight" stack, and has no spark arresting
attachments.
Fig. 127. Fig. 128.
1879. Bitum. Coal. 1879. Bitum. Coal.
Fig. 129.
1879. Bituminous Coal.
Fig. 130
1881. Bituminous Coal.
Fig. 128 represents the Fontaine stack. This has a deflector D, to which a shield
S, S, is attached. Between the shield and the outer casing there is space for the passage
of the products of combustion, which escape in the direction indicated by the darts.
Fig. 129 has an outside case or receptacle for sparks which was unusually large.
It had a deflector surmounted with an inverted cone of wire netting. This forms a guard
for the opening at the top so that all the smoke must pass through the netting to escape
into the open air.
Fig. 130 shows a stack with a spark arrester patented by Wm. S. Hudson in 1877.
4 8
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
The reflector is formed of what Mr. Hudson described as " peculiarly
curved screw blades," which are shown on plan in the engraving. " The
gaseous products of combustion," the inventor says in his specification,
" mingled with more or less small masses of coal in various conditions,
are thrown violently upward through the cylindrical chimney, and,
striking in the hollow interior of the dome-like set of wings, are thrown
into a spiral motion without completely interrupting their upward motion.
The solid matter is projected against the wire netting. A portion of
the gaseous matter follows the same course, and another portion moves
inward, and, passing freely upwards through the open space in the
centre."
(31.
1881. Bituminous
Coal.
Fig. 132.
1881. Bituminous Coal.
Fig. 133.
1882. Bituminous Coal.
Fig. 134.
1882. Bituminous Coal.
1882.
Fig. 135.
-Bitumin'sCoal.
<\
7
Fig. 131 is provided with a casting A, which forms what was called a stricture for
some purpose not clearly understood. The usual deflector was suspended from a casting
2), B, with radial arms meeting in the centre.
Fig. 132. This stack had a large receptacle for sparks, with a
deflector placed at the top. The latter had a sheet iron guard around the
edge, as shown in the engraving. The top of the stack
was open ; no netting was used.
Fig. 133 had a deflector with wire netting over it
as shown.
Fig. 134 was similar to Fig. 133, but of somewhat
different proportions. It also had what was called a
" stricture " or contraction of the opening at S. The
effect of this was to concentrate the escaping current and
cause the sparks to impinge directly against the deflector.
Fig- J 35 represents what is called a "straight"
N
Fig. 136.
1882. Bitumin-
uos Coal. stack without spark arrester of any kind.
Fig. 137.
1882. Anthracite
Coal.
479
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
49
Fig. 136 illustrates a straight stack with a long inverted cone inside of it. This
was made of perforated sheet iron, and was connected at the bottom to the exhaust
pipe, so that they discharged inside of the cone and the smoke had to pass through the
perforations in the inverted cone. The perforations were i X/ 2 - in.
Fig. 137 shows a straight stack for anthracite coal.
Fig. 138.
Fig. 139.
CHIMNEY DAMPERS.
Figs. 138 and 139 represent a form of damper recently devised and patented in
1885 by Mr. H. A. Luttgens, who has been the chief draftsman in the Rogers Works for
28 years past. It is intended for the chimneys of coal burning engines. Its object is to
diminish the effect of the exhaust by admitting air at the base of the chimney, and thus
obviating the necessity for opening the fire door and admitting cold air into the fire-box.
In constructing the damper the base of the chimney is made of the form shown
in half section on the left side of Fig. 138, from which it will be seen that there are
cavities A, through which air is admitted, as indicated by the darts. The outer openings
of these cavities are shown by the dark shading and dotted lines in the plan, Fig. 139.
On top of these openings is a circular valve or cover with openings corresponding to
those in the base of the chimney. This valve by being turned a part of a revolution by
means of the links , E, and lever C, C, which is connected with the cab by a rod Z>,
will cover or uncover the openings leading to the cavities in the base of the chimneys,
and thus air may be admitted to or shut off from the chimney at pleasure.
4
T.
c
o
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
THE ENGINES.
CYLINDERS.
The first method of fastening outside cylinders was to bolt them to the smoke-
box, which was made of sheet or plate iron. When the cylinders were steeply inclined,
as shown in Fig. 17, page 17. This could be done without difficulty, but when
they were placed lower down it was necessary to extend the smoke-box downward. The
lower part was usually made rectangular in shape, as shown in Fig. 140, with a heavy
wrought iron bar , J3, , riveted around the inside at the front end. The cylinders were
Fig. 140.
then bolted to the outside of the smoke-box and to the frames F, F, as shown in the
engraving. This method of fastening was first used in 1844.
Inside cylinders were attached to the smoke-box and frames as shown in Fig. 141.
Fig. 141.
The next step, which was taken in 1853, was to make the bottom B. B, Fig. 142,
of the smoke-box of a heavy wrought-iron plate. This extended outward so as to rest
on top of the frames F, F. The cylinders were then placed on top of the plate and
bolted to it, and to the smoke-box and frames, as shown. A bar C, C, with T ends was
also placed crosswise between the bar B, B, to keep it apart and stiffen the whole attachment.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
Fig. 142.
In 1865 the arrangement shown in Fig. 143 was adopted. The smoke-box in
this case was substantially like that shown in Fig. 142, but a cast-iron bed E, E, was
I
3 E
("Til rTT[
B
r r
1
"7l (TTl
Fig. 143.
placed between the two frames F, F, and bolted to them by flanges. The smoke-box
Fig. 144.
was then placed on top of the bed plate and bolted to it. The cylinders were bolted to
the bed plate frame and smoke box as shown.
About the same time the plan represented in Fig. 144 was put in use. In this the
smoke-box was made cylindrical and a heavy bed casting E, , with steam and exhaust
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
pipes cast in it, was bolted to it by suitable flanges. The cylinders were then attached to
the frames and to this casting as shown.
Fig. 145.
In 1871, the plan shown in Fig. 145 was adopted. The smoke-box was
cylindrical, and one-half the bed casting was cast with each cylinder. They are bolted
together in the centre as shown. This plan is now almost universally used in this country
and makes a very neat, strong, and satisfactory job.
VALVES AND VALVE GEARING.
The main valves which were first
built by Mr. Rogers were of the ordi-
nary I) pattern and the valve-gearing
was a form of hook motion. In some
cases as shown in Fig. 14, the eccentrics
were outside of the journals and wheels.
Unfortunately, there are no authentic
Fig. 146. drawings in existence of the various
forms of valve gearing which were at first used. At an early date Mr. Rogers was im-
pressed with the importance of using steam expansively, and in 1843 and 1846 he
Fig. 147.
designed and used the valve gearing shown in Fig. 146. It serves to show the thought
he was giving at that date to the subject of working steam expansively.
Fig. 147 shows another plan which he introduced in 1847.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
53
When the link-motion was introduced into this country its use was violently
opposed by many locomotive builders and master mechanics. Mr. Rogers was one of
Fig. 148
the first American engineers to recognize its merits. In 1849' he used the suspended
link-motion, shown in Fig. 148, for some engines for the Hudson River Railroad, and in
Fig. 149.
1850 he applied the shifting link motion, shown in Fig. 149, to some engines which he
built. It will be noticed that in this case the lifting-shaft was below the link. In the
Fig. 150.
same year he designed the form of link-motion shown by Fig. 150 for some ten-wheel
engines, the front wheels and axles of which came in the way of the rocking shaft. In
this case the lifting shaft was above the link.
Fig. 151 represents a combination of link motion with an independent graduated
54
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
cut-off valve. It was used on several locomotives built at the Rogers Works in 1854,
and it is said was found to be beneficial in economizing fuel.
Fig. 151.
For many years the form of valve-gear, shown in Fig. 149, was used by Mr.
Rogers, and after his death it was applied to many engines; but in 1862 Mr. Hudson
Fig. 152.
designed the form of link-motion shown by Fig. 152, in which the lifting shaft was placed
above the link. This is the form which is now most commonly used. The link motion
Fig. 153.
shown by Fig. 153 was also designed the same year by Mr. Hudson and applied to some
ten-wheel engines, in which the front wheels and axle came in the way of the rocking shaft.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
55
In 1866 the valve gearing shown in Fig. 154, which was designed and patented
by Messrs. Uhry &: Luttgens, was applied to an engine for the Central Railroad of New
Jersey. In this there is an ordinary shifting link worked by two eccentrics and connected
with a pin attached the lower arm of a rocking shaft in the usual way. What may be
called a supplementary rocking- j. a
shaft R, R 1 , was pivoted to the
top pin of the main rocking-shaft.
The lower arm R 1 of the supple-
mentary rocking-shaft is bent into
a half circle, as shown, in order to
clear the main rocking-shaft M,
The supplementary rocker is work-
ed by a cam, O', which was con-
nected to a pin P. The effect of the
action of the cam is to accelerate Fig. 154.
the movement of .the valve at the time that it opens the ports for admission and exhaust.
Its adjustment is the same as that of the link-motion, and at the higher grades of expan-
sion it gives about 50 per cent, greater opening of steam port. The point of exhaust
is retarded from 5 to 6 inches beyond the link-motion, while the point of compression
Fig. 155.
Fig. 156.
remains the same. The size of opening of the exhaust port is somewhat larger than
with the link-motion, and it is opened in less time, thereby producing a strong and
clear exhaust.
Its objectionable feature is the cam as a mechanical device for locomotives.
Whether this objection would be as great if used with a balanced valve as it is with an
ordinary slide-valve remains yet to be proved.
Figs. 155 and 156 shows the methods which was adopted in 1873, in applying the
Allen link-motion to some narrow gauge engines for the Patillas Railway, S. A., in which
THE ROGERS LOCOMOTIVE AND MACHINE \VORKS.
the front axle was in the way. Ordinarily the Allen link is made straight, but in this
case Mr Hudson found that it would not give a satisfactory movement to the valve
without curving the link slightly.
Fig. 157 shows another method of applying a link-motion to engines in which
the front axle was in the way. This was used in 1881.
Fig. 157.
COUNTERWEIGHTS FOR LINKS.
When shifting links were introduced it became important to counterbalance their
weight so as to lessen the 'effort required to move them. The arrangement shown in
Fig. 158 was adopted in 1858. In this the counterweight Fwas attached to an arm or
bell crank forged on the reversing lever.
Fig. 158.
The unwieldy character of a counterweight led to the substitution of springs of
various forms. The plan shown in Fig. 159 was adopted in 1859. In this a half elliptic
spring S,' which was attached by its ends, A, A, to fixed parts of the engine, was connected
by a rod R to a short arm B which was keyed on the lifting-shaft by a strap S,
as shown.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
57
Another plan of applying a semi-elliptic spring is shown in plan in Fig. 160. In
this case the spring S was connected to a short arm B forged on the middle of the lifting
shaft.
In 1860 a spiral spring, Fig. 161 and 162, was used. The inner end of this
spring was attached to the lifting-shaft S and the other end was fastened to a case in which
it was enclosed. The case was prevented from turning by a bolt B. The required
amount of tension was brought on the spring by turning the case, and the bolt was
adjusted in any one of the holes, which were arranged in a circle as shown in the engraving.
Fig. 161.
Fig. 162.
Fig. (60. Fig. 163.
In 1873 a pair of volute springs was substituted for the semi-elliptic spring.
These volute springs are shown in Fig. 163. They were inclosed in a case and fastened
by a bolt B to one of the cross beams, and were connected by a rod R to a short arm
on the lifting-shaft, like that shown in Fig. 160. In this instance the rod R was subjected
to a compressive strain by the tension of the two volute springs.
Fig. 164 shows a helical spring which was applied in 1875 for the same purpose.
This was also enclosed in a cylindrical case, which was fastened to a fixed part of the
engine. A chain C, C, was fastened at one
end to the shaft, and wound around it as
shown. The other end was attached to a rod
y? which was screwed into a collar K. When
the shaft was turned the spring was corn-
Fig. 164.
pressed. Its tension could be adjusted by means of the screw end on the rod so as to
balance the weight of the link.
SLIDE VALVES.
The first slide valves used at the Rogers Works were the ordinary D pattern. In
1853 Mr. Rogers adopted the Hackworth valve, Fig. 165, with double exhaust ports.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
This valve had about -^ in. lap at a, a', and only ^ at b. Consequently the steam
was not released at a, a', as shown in Fig. 166, until the steam port^ was opened nearly
fe in. wide at b. Then the two ports a and a 1 each commence to open. The exhaust
was thus delayed, but when it did begin the steam escaped through both of the openings
at a, a 1 . The area of the exhaust opening was
therefore doubled when the release occurred. This
Fig. 165.
Fig. 166.
form of valve was used up to 1872 and applied to more than 250 engines, but its advantages
did not seem to compensate for the increase in its area, which was due to the double ports.
Fig. 167.
In 1864 Mr. John Gleason patented a valve which Mr. Hudson afterwards
modified and introduced in the form shown by Figs. 167 and 168. This had a saddle S
Fig. 168.
on top, the position of which was regulated by set screws, as shown. The saddle had
steam openings B, , and an exhaust opening A on its under side. The valve had
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
59
double exhaust ports the same as are shown in Figs. 165 and 166. In addition it had
two supplementary steam passages C, C. In the position shown in Fig. 169, not only
was the steam port B open at b, but there was another opening at a through which steam
passed to the supplementary port c, as shown by the dart, and thence to the cylinder.
The opening of the steam ports was thus doubled during the early portion of the period
of admission. A similar action occurred on the exhaust side. This valve was tried, but
with rather doubtful resulting advantages.
Fig. 169.
In 1868 the Bristol roller slide valve, shown by Figs. 170 and 171, was applied to
a number of engines. This valve rested on a series of rollers R, R, placed in each side
of the valve. They were connected to a frame J?, F> their axles or spindles having a
little play in their journals. Steel plates were attached to the valve on each side, and
others to the valve-seat, so that the rollers rested on the latter below, and the valve was
Fig. I7O.
Fig. 171.
carried by the upper plates, which in turn rested on the rollers. With careful workman-
ship, the pressure of the valve could be carried on the rollers, and as it wore, of course,
there was little or no contact between its face and seat. These valves were quite
extensively introduced, but their use has been gradually abandoned.
In 1882 two forms of the Allen valve were introduced. Figs. 172 and 173 shows
an Allen valve with Richardson's " balanced " or equilibrium device applied to it, and
Fig. 172 shows an Allen valve with extensions to increase its length, and with steam-
ports to admit live steam from below into the supplementary port S, S. The Allen valve
although an American invention, was not used on locomotives in this country to any
extent until after the expiration of the patent on it. It is now extensively used and its
advantages are generally recognized.
6o
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Fig. 172.
Fig. 173.
Fig. 174.
THE RUNNING GEAR.
FRAMES.
The frames used on the first locomotives built by Mr. Rogers (see Figs. 1 2 and
14), were made of two plates, with wood filling between them. The journal bearings
were outside the wheels, as shown in the Figs, referred to.
Bury, who first introduced the hemispherical topped furnace in England also
used bar frames on some of his engines. It seems probable that his form of fire-box and
method of constructing frames were simultaneously introduced here. There are no
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
61
drawings extant of the early frames made at the Rogers Works, but in 1844 the form of
frame shown in Fig. 175 was used. It consisted, as will be seen, of a straight bar on
62
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
top, with cast-iron pedestals bolted to it and braced at the bottom very much after the
manner in use at present.
In 1850, wrought-iron pedestals were substituted for those of cast-iron, as shown
in Fig. 176. In 1854, the whole frame was forged in one piece, as shown in Fig. 177.
With this form of construction some difficulty was encountered in cases of collision, and
other accidents to locomotives, in which either the front or the back ends ot the frames
were injured. It then became necessary to take down the whole frame to repair one end.
This led to making the front and back ends in separate pieces and bolting them together,
as shown in Fig. 178. With this plan, if either end was taken down it was necessary to
remove one pair of driving wheels. As the front part of the frame is usually injured in
accidents, it was desirable to be able to take it down without removing any of the driving
wheels. The plan shown in Fig. 179 was therefore adopted in 1868. In this the front
end is bolted to the back end, ahead of the front pedestals, so that the front part can
be removed without disturbing the driving wheels, if it is desirable to do so. This form
of construction is the one which is still used and has been very generally adopted on
American locomotives.
\rr~ ~f~
Fig. ISO.
One of the difficulties in the construction of narrow guage engines is that there is
not room enough between the frames for the fire-box, and it must therefore be made very
narrow. To obviate this Mr. Hudson in 1873 designed the frames shown in Figs. 180
and 181. In this plan the main frames A, A, are placed in the usual position inside of
Fig. 181.
the wheels. A cross plate , , which projected outside of the wheels, was bolted to
the back ends of the frames. Two flat bars C, C, were then bolted to the cross-plate,
and placed far enough apart so as to give sufficient room between them, for a fire-box
of the width required. The tank locomotive represented by plate XXIII has a frame of
a similar plan.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
SPRINGS AND EQUALIZING LEVERS.
Ordinary equalizing levers were used between the driving-wheels on the engine
Fig. 182.
1837.
Fig. (83.
1850.
represented by Fig. 18, which was built in 1845. Mr. Rogers appreciated their value,
and very few if any engines were afterwards built without using them in some form.
Fig. 184.
1860.
SL
Fig 185.
1867.
Figs. 182 to 1 86 show the forms of spring and equalizing lever arrangement that were
successively used for eight-wheeled American engines.
6 4
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Fig. 186.
1880.
Figs. 187 and 188 represent a plan adopted for narrow guage engines in 1878.
The purpose was to allow a wider fire-box to be used than is possible when the springs are
placed alongside of it.
Fig. 187.
Fig. 188.
Fig. 189 shows the arrangement of springs used in 1880 for consolidation engines.
The springs for the front axle are not shown in the engraving. Their connection with
Fig. 189.
the leading truck and other applications of equalizing levers will be described farther on
under the head of trucks.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
DRIVING WHEELS.
A method of constructing driving-wheels for 5 ft. gauge roads, which it is expected
will have their guage changed and which will therefore require to have their tires
brought nearer together to conform to the altered guage, is shown in Figs. 190 and 191.
A projection P, P, is cast on the inside of the wheel centre. The tires are then set to
conform to the wide guage. When the time comes to narrow it the tires are simply
moved farther in. The projection of the wheel centre which is left on the outside is then
turned off, which leaves the wheel in proper condition for the narrow guage. The first
engine with wheels constructed in this way was for the Alabama cSc Great Southern Rail-
road in 1 88 1. Since then all engines built for 5 ft. guage roads, which it is expected will
be changed to the standard guage are made in this way.
Fig. I9O. Fig. (91.
In addition to the extra depth of the rim of the wheel centre the spokes are
extended on the outside so as to form a brace or support to the projecting rim. These
braces as well as the projection are turned off when the guage of the wheels is narrowed.
This expedient for changing the guage was suggested by Mr. James Cullen,
Master Mechanic of the Nashville, Chattanooga & St. Louis Railroad, to Mr. R. S.
Hughes, Secretary and Treasurer of the Rogers Locomotive and Machine Works. The
plan was at once adopted for engines for the 5 ft. gauge.
CONNECTING RODS.
Figs. 192 to 203 represent various forms of connecting rods which have been
made at the Rogers Works at various times. The dates when they were first used are
appended to the engravings, which show the construction so clearly that further
description is not needed.
66
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Fig. 192.
1837.
Fig. 193.
1845.
Fig. 194.
1854-,.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
Fig. 195.
1861.
Fig. 196.
1870.
D
y_j>
IJi _ m
Fig. 197.
1870.
68
THE ROGERS LOCOMOTIVE AND MACHINE \\ORKS.
ULJ
Fig. 198.
1880.
a
Fig. 199.
1880.
Fig. 200.
1880.
1
I
;
|i
i i '
1
1
Fig
. 2
[83:
02.
m m
Fig. 201.
1880.
Fig. 203.
1885.
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
6 9
TRUCKS.
When trucks were first used in this country, it was considered very essential that
their axles should be as near together as possible, and from Figs. 12 to 22 it will be
seen that the trucks of all the early engines built at the Rogers Works had their wheels as
close to each other as they could be placed. With outside cylinders this could be done
without difficulty so long as the cylinders were inclined, but owing to the rolling motion
which was produced by cylinders with a steep inclination, and also other inconveniences,
the tendency was to lower the cylinders, and, excepting with large driving wheels, this
made it necessary to spread the truck wheels farther apart. Finally the cylinders were
brought down horizontal, and it was then found that there was really no disadvantage in
placing the wheels the required distance apart, but rather the reverse.
Excepting as they are shown in the small engravings of the engines, no drawings of
the early trucks which were made at the Rogers Works have survived to the present time.
Fig. 204.
1850.
O 00
O 00
J
Fig. 205.
Fig. 2O6.
In 1850 Mr. Rogers designed the truck shown by Figs. 204, 205, and 206. This
had a rectangular wrought-iron frame with either cast or wrought-iron pedestals bolted
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
to it, and with a pair of bent equalizing levers on each side and a spring between the
wheels, as shown. The centre plate was carried on a system of bracing, clearly shown
in the engravings. This form of truck has been built continuously ever since it was
first introduced, with very little change, and has been adopted by other locomotive
builders substantially as it was designed by Mr. Rogers, and probably is more extensively
used, and has given greater satisfaction than any other form of locomotive truck that
has ever been made. It is still the standard locomotive truck on many railroads.
Fig. 207.
Fig. 209.
Figs. 207, 208, and 209 represent a truck introduced in 1852. This had journal
bearings both inside and outside of the wheels. It was used for fast passenger engines,
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. Jl
and is shown in Fig. 23. It was first made with a centre bearing, but later the Bissell
arrangement, which is shown in the engravings, was combined with it.
In 1857 Mr. Bissell patented the truck, which ever since has been known by his
name. His first patent was for a four-wheeled truck, shown by Figs. 210, 211, and 212.
The frame of this truck was extended backward, and instead of turning around a centre-
pin between the two axles, the pin C, was placed some distance behind the rear axle,
and the truck turned or vibrated around it. The engine rested on a pair of V-shaped
inclined planes, midway between the two axles. One of these inclined planes is shown
in section at D, in Fig. 212.
Fig. 2IO.
Fig. 211.
Fig. 212.
The inventor claimed that a truck of his plan adjusts itself to the curvature of the
track better than one of the ordinary plan. Mr. Hudson was one of the first to recognize
the value of Bissell's invention, and applied it to a locomotive in 1858. In the same year
Bissell patented the single axle or "pony" truck, as it is often called. This was constructed
on substantially the same principle as his four-wheeled truck, and is represented in Figs.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
213, 214, and 215. In the engraving, Fig. 214, to save room, the extension of the frame,
which is attached to the centre-pin, is represented as being broken. This truck was
applied to some Mogul engines at the Rogers Works in 1863.
Fig. 213. Pig. 215.
Fig. 214.
In 1862 Mr. Alba F. Smith patented " the employment in a locomotive engine of
a truck or pilot fitted with pendent links to allow of lateral motion to the engine."
Fig. 216.
IMS
fife
,c
Fig. 217. Fig. 218.
Smith's invention consisted in the substitution of swing links for the inclined planes in
Bissell's truck. Smith's truck is shown in Figs. 216, 217, and 218. The engine rested
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
73
on a bolster B, which was suspended from the truck by swing-links Z, Z, Figs. 217 and
218. From these it received the name of the swing-motion truck. It was first applied
to a locomotive at the Rogers Works in 1865.
In 1864 Mr. Hudson took out another patent for an improvement in lateral
moving trucks, which is shown in Figs. 219, 220, and 221. Instead of pivoting the
truck to a fixed point behind the axles at A, as Bissell did, Mr. Hudson used a long link
or " radius bar " J3, B, which was pivoted at its front end C, to a pair of lugs attached
to the centre pin plate of the engine. The back end of the radius bar was allowed some
lateral motion, but was confined within certain limits by a sort of guide shown at D.
This arrangement, Mr. Hudson claimed, permitted the truck to adjust itself more perfectly
to curves of different radii than was possible without the use of the radius bar. The
arrangement was used with both BisselPs and Smith's lateral motion mechanism.
Fig. 220. Fig. 221.
The most important results accomplished by Bissell's invention were due to the
adoption of his lateral moving single axle or " pony truck," as it is called, which was
pivoted behind the axle. The first engine of the " Mogul " type, Fig. 26, which was built
at the Rogers Works, had a two-wheeled Bissell truck with the inclined planes for pro-
ducing the lateral motion. It was completed in 1863. Afterwards the swing-links
patented by Mr. Smith were used.
In the description of the engine illustrated by Fig. 17, it was pointed out that it
had equalizing levers, which extended from the driving axle to the centre of the truck
on each side of the engine, with springs in the centre of the levers. Although this
74
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
arrangement did not give satisfaction at that time, it had the germ of an invention which
Mr. Hudson afterwards applied very extensively.
In 1864 he patented the arrangement, shown by Figs. 222, 223, and 224, of an
equalizing lever between the two-wheeled truck and the front driving wheels, whereby both
the truck and driving wheels maintain their proper portion of weight and accommodate
themselves to the vertical, as well as to the lateral motion, required to enable the
engine to pass over uneven tracks and around curves with ease as well as with safety.
In the arrangement referred to the driving wheels E and ^each have the usual springs
e and/, connected together by an equalizing lever /, with a fulcrum at i. The front
driving wheels G, have springs g. The front strap or hangers n, of these springs are
connected to a cross-beam J, (shown clearly in Fig. 223). A central equalizing lever K
Fig. 222.
Fig. 224.
Fig. 223.
bears on the middle of the cross-beam J. It has a fulcrum at k, and its front end rests
on the bolster or swing-beam N of the truck. The effect of this arrangement is that any
weight borne by the driving wheels is transmitted to the truck and vice versa. In his
patent specification Mr. Hudson said :
" If tracks could be made perfectly uniform and regular and be maintained in that condition, my
invention would be of little importance ; but in practice irregularities more or less serious occur at
nearly every joint or junction of the ends of the rails, and at certain points in the track, as in passing
switches and across tracks, and especially in passing over small obstacles or defects in the road, the
inequality in the load which is thrown upon the several wheels becomes immense ; unless, in addition
to the use of the springs, provision is made by introducing equalizing levers in some manner, to induce
a unity of action between each pair of wheels and some other pair. The three pairs of drivers E, F,
and G, Fig. 222, have been connected together by equalizing levers ; but I have never known the two
pairs E, F, to be connected together into one system, and the forward drivers G, to be connected to the
truck wheels, so as to form another and independent system, previous to my invention.
" My invention practically supports the forward portion of the structure at the point k, and the
rear portion of the structure on the two points i, i, opposite the sides of the fire-box ; thus making a
triangle on which the structure is carried with a certainty of holding each wheel with sufficient force
upon the track, and yielding easily and safely to every ordinary inequality."
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE.
Figs. 222, 223, and 224 are copied from the drawing of the patent specification.
In these drawings a truck with Bissell's inclined planes c, c, is represented. Figs. 225,
226, and 227 show the arrangement used by Mr. Hudson in 1865 for Mogul locomotives.
In this truck Smith's swing-links were substituted instead of Bissell's inclined planes.
In 1867 Mr. Hudson patented his double-end truck locomotive, to which
Fig. 225.
Fig. 227.
Fig. 230.
Fig. 23 1 .
Fig. 229.
reference was made in a previous chapter. Figs. 227, 228, 229, and 230, are copied from
his patent specification. In this engine the Bissell truck at each end was connected
with the springs of the driving wheels adjoining. The truck of what is ordinarily the
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
front end of the engine was connected to the driving wheel springs by a single equalizing
lever in the manner already described. At the opposite end of the engine there were
two equalizing levers, one on each side of the fire-box, as shown in the engraving.
In 1872 Mr. Hudson patented another form of double end truck locomotive,
represented in Plate XVIII. This had a four-wheeled swing-motion truck behind
the fire-box, and a pony truck in front of the cylinders. Fig. 232 shows the arrange-
ment of the driving wheel springs and the way that they were connected with the pony
truck by the equalizing levers E. The driving wheel springs were not connected with
the four-wheeled truck.
Fig. 232.
As was stated in a previous chapter, in 1872 Mr. Hudson took out a number of
patents covering different forms of truck locomotives to which his method of equalizing
the truck with the driving wheels was applied. Plates XIX, XXV, XXVI, XXVII,
and XXVIII represent engines built in accordance with some of these plans.
CHAPTER VI.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS IN 1886.
IN 1835 Messrs. Rogers, Ketchum & Grosvenor began some buildings with a view to
the manufacture of locomotives. The Locomotive Works therefore, are over fifty
years old ; although Mr. Rogers and his partners were engaged in machine business some
years before. During this period not only has the development of the locomotive, con-
sidered from an engineering point of view, been very remarkable, but the growth of the
business of their manufacture has been equally so. The accompanying table shows the
number of locomotives built each year at the Rogers Works up to 1885. The figures in
the top horizontal line are the diameters of the cylinders of the engines, and the figures
in the vertical columns, under these dimensions, give the number of engines built each
TABLE OF DELIVERY OF LOCOMOTIVE ENGINES
FROM 1837 TO 1885 INCLUSIVE,
Giving Number of Engines and Size of Cylinders of Engines.
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DIAMETER OF CYLINDERS.
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1837
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1838
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1839
ii
1840
7
1841
I
9
1842
I
2
6
1843
9
1844
2
4
2
2
12
1845
I
2
7
2
i
14
1846
2
4
2
4
3
I
I
17
1847
I
I
3
2
3
2
2
2
3
22
1848
I
2
i
2
I
18
5
2
I
3
39
1849
I
i
3
4
I
5
5
3
2
5
4
8
3
45
1850
3
i
5
4
I
8
5
I
3
7
5
43
1851
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8
2
4
ii
2
4
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3
53
1852
i
i
2
8
3
7
3
'3
4
18
4
4
2
68
1853
2
i
12
4
7
21
18
4
3
3
12
89
1854
i
I
7
i
6
4
IO
36
1 6
4
12
4
102
1855
2
i
3
2
9
2
5
8
37
i
II
i
82
1856
i
7
4
8
2
20
45
8
95
1857
7
8
5
3
7
2
8
4i
3
84
1858
i
3
i
4
I
4
8
2
24
1859
4
6
4
10
3
26
5
58
1860
2
3
2
4
'3
4
7
2
30
2
'7
2
88
1861
I
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3
3
2
7
6
3
I
28
1862
2
6
3
5
I
7
2
7
3
2
4
42
1863
2
I
5
5
16
36
5
4
74
1864
3
13
I
3
10
45
2
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1865
i
5
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9
20
24
10
6
19
95
1 866
2
4
15
I
19
I
31
ii
8
ii
103
1867
I
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22
6
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52
1868
2
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12
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31
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1869
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117
1870
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9
3
26
44
56
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7
4
145
1871
4
3
I
2
2
5
17
38
59
3
19
12
165
1872
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12
21
70
41
2 4
172
1873
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10
2
17
I
72
i
55
32
193
1874
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2
19
1875
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3
3
I
7
12
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42
1876
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5
3
5
17
1877
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2
2
4
3
2
14
1878
2
6
1
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2
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19
3
8
46
1879
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31
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56
1880
1881
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32
42
34
37
9
63
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125
221
1882
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29
81
85
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1883
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35
21
84
77
53
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279
1884
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36
20
7
7
80
1885
12
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2
34
20
J
/
73
/S THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
year, with cylinders of the size indicated above. Although the diameter of the cylinder
is not a very exact measure of the capacity of locomotives, nevertheless, in the table it
gives a tolerably correct idea of their increase in size since the time Mr. Rogers first
started in the business.
The Sandusky, the first locomotive built by him, weighed probably less than ten
tons. Since then locomotives have been built at the Rogers Works weighing 57 tons.
The figures in the lower right hand corner of the table show that most of the locomotives
built in late years had very large cylinders and the engines themselves were of
corresponding size.
The engraving of the Works opposite page 3 shows them as they were in 1832, and
the frontispiece in 1886. The plan map in Fig. 233 on page 79 will perhaps give a
better idea of their magnitude than the perspective view.
The last catalogue of the Rogers Locomotive and Machine Works was issued in
1876. Since then the facilities for doing work has been more than doubled. A large
number of tools have been added, some of them specially designed for locomotive
building. The shops are all thoroughly equipped with the most approved modern tools
for doing accurate work, and with a complete system of templates and gauges, by the
use of which the same parts of locomotives are furnished with a degree of precision
which insures their being interchangeable. This makes it practicable to supply duplicate
parts of locomotives manufactured by the Rogers Locomotive and Machine Works at
the shortest notice, which facilitates repairs and reduces very materially the cost of the
maintainance of motive power.
About 2,000 men can be advantageously employed, and thirty-three full-sized
locomotives can be turned out per month. The late Superintendent, Mr. AVilliam S.
Hudson, who did so much for the reputation of these Works, has been succeeded by Mr.
John Headden, who was formerly with the New Jersey Railroad & Transportation
Company before that line was leased to the Pennsylvania Railroad Company.
The Works have, in fact, every facility which long experience, thorough organiz-
ation and abundant capital can provide for conducting the business of manufacturing
locomotives.
THE ROGERS LOCOMOTIVE' AND MACHINE WORKS IN 1886.
79
OLIVER STRE
Fig. 233.
80 THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
CHAPTER VII.
A REMARKABLE RUN OF 426.6 MILES BY ROGERS' LOCOMOTIVES
ON THE NEW YORK, WEST SHORE & BUFFALO RAILWAY.
THE following letters to the Editors of the Railroad Gazette, which was published in
that paper of July 17, 1885, will explain itself:
NEWARK, N. Y., July 10, 1885.
To THE EDITOR OK THE RAILROAD GAZETTE:
Herewith I send you a copy of train sheet, showing run made by special train of three cars from
East Buffalo to Frankfort yesterday, over the New York West Shore & Buffalo Railway. I wish to call
your attention to some of the ieatures of this extraordinary run, to show the perfection of our road-bed
and rolling-stock, and the high standard of service which renders it possible to maintain such a high rate
of speed without an accident or without delay to other trains. No preparation was made for the train, as
we did not know of its coming until a few hours before it left Niagara Falls. Prominent officials of the
Baltimore & Ohio, Wabash, Grand Trunk and West Shore Railroads were on board, en route for New
York. Some of these gentlemen kept an accurate record of the running time and report that several
miles were made in 43 seconds, while the greater part of the run was made at a speed averaging 45 to 48
seconds per mile. This is at the rate of 70 to 83 miles per hour. If you will analyze the run you will
be surprised to find that their assertions must be true, and that the speed was maintained throughout the
whole of the run. Please note the run from East Buffalo to Genesee Junction, 61 miles. Starting from
a dead stop at East Buffalo, they came to a stop at Genesee Junction within exactly 56 minutes.
The run from Alabama to Genesee Junction, 36.3 miles, was made in precisely 30 minutes.
The run from East Buffalo to Newark, 93.4 miles, was made in 97 minutes. There are two stoppages
to be deducted from this : one of 7 minutes at Genesee Junction for water and oiling engine, and a full
stop at Red Creek for the New York, Lake Erie & Western Grade crossing, for which we deduct two
minutes making actual running time 88 minutes.
At Newark the train stopped 9 minutes to change engines.
The conditions are not so favorable for fast running east of Newark as west; but the distance from
Newark to Frankfort was covered in 134 minutes ; distance, 108.3 miles. There were six stoppages in
this distance, aggregating a delay of 17 minutes, which makes the actual running time 117 minutes.
The whole run from East Buffalo to Frankfort, 202 miles, was made in four hours, or 240 minutes.
Deducting total detentions of 35 minutes, the actual running time was 205 minutes.
Between Syracuse and Buffalo we have double track only at intervals, the greater portion being
single track. In going in and out of the double-track sections, the train was compelled to run slowly
over the Wharton switches. These delays, although not computed, will add something to this very
remarkable run.
I submit this as the fastest run ever made in the United States or Canada, and I doubt if it ever has
been equalled in the world.
W. II. WHEATI.Y,
Chief Train Dispatcher.
In order to preserve a permanent and correct record of the remarkable run
described by Mr. Wheatly, Mr. Layng, the General Manager of the New York, West
Shore & Buffalo line caused elaborate tables to be made out embodying every important
fact connected with the performance of their engines, with diagramatic drawings Figs.
REMARKABLE RUN OF A ROGERS LOCOMOTIVE.
Si
234 and 235, showing the principal features of the engines and the table which follows
them gives their principal dimensions. A transcript was also made from the schedule
CLASS A (ANTHRACITE)
f\f ! 5-/>i' JL.. ; f ,\. - f-'j' r t'-f 1 -j-g-^ *-/.
4-. | if-ty . -4. /?-}' 4 . /'-/ -.
4 > |^_. ZJ'-ft' H
Fig. 234.
CLASS B (B i T u M i M o u s)
Fig. 235.
board, of which Fig. 236 is a copy, which shows graphically the movement of the
train. In this diagram the vertical lines represent time as indicated by the figures in the
horizontal line above, and the horizontal lines represent the stations or distance. Their
names are given in the column on the right side of the diagram and their distance from
Buffalo is given in the column of figures on the left side. The diagonal line through the
diagram shows the progress of the train. The inclination of this line indicates its speed.
All the facts relating to this run were given in a large tracing from which blue
prints were made and from these the diagrams and the tables which follow Fig. 236
have been reproduced.
82
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
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88
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
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8 9
SUMMARIZED RUNNING RECORD.
ALL DIVISIONS.
PRINCIPAL STATIONS ONLY.
DlST.
STATIONS.
TIME.
REMARKS.
o.o
BUFFALO,
3-4
EAST BUFFALO,
10.04
Took train from Niag. Falls branch.
64-3
GENESEE Jc.,
II.OO
11.07
B. N. Y. & P. Grade crossing.
Took water and oiled.
96.8
NEWARK,
1 1.41
11.50
Changed engines.
147-7
SYRACUSE,
12.48
I2 -55
Stopped for lunch and took water.
194.2
UTICA,
i-54
205.1
FRANKFORT,
2.04
2.10
Changed engines.
2 35-7
CANAJOHARIE,
2.48
2. 5 6
Stopped for water.
266.5
ROTTERDAM J.,
3- 2 9
3- 2 9
Stopped by block.
297.8
COEYMANS,
4.07
4-13
Changed engines.
337-3
KINGSTON,
5-01
373-7
CORNWALL,
6.20
6.2O
392.8
HAVERSTRAW,
6.50
6.51
Stopped by block.
426.0
WEEHAWKEN, 7.27
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
SUMMARIZED SPEED RECORD.
WITH DEDUCTIONS AS NOTED.
ALL DIVISIONS.
PRINCIPAL STATIONS ONLY.
q
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BUFFALO.
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GENESEE J
NEWARK.
SYRACUSE.
4
o
H
13
FRANKFOR
CANAJOHA
ROTTERDA
COEYMANS
KINGSTON.
CORNWALI
HAVERSTR
WEEHAWK
BUFFALO,
EAST BUFFALO
68
67
64
62
62
60
60
60
58
58
57
57
GENESEE JUN.
65
61
59
60
58
58
59
56
56
55
56
NEWARK,
59
57
59
57
57
58
55
55
54
55
SYRACUSE,
56
58
56
57
57
55
5*
54
55
UTICA,
73
55
57
58
54
54
53
54
FRANKFORT,
5i
55
57
53
53
5 2
54
CANAJOHARIE,
60
60
54
54
53
54
ROTTERDAM, J.
61
5 2
5 1
5 1
53
COEYMANS,
46
5
49
5 2
KINGSTON,
54
5*
55
CORNWALL,
46
55
HAVERSTRAW,
62
WEEHAWKEN,
REMARKABLE RUN OF A ROGERS LOCOMOTIVE.
PHYSICAL CHARACTERISTICS OF ROAD.
ELEMENTS.
BUFF. DIV.
HUD. RIV. DIV.
ENTIRE
LINE.
W. END.
E. END.
W. END.
E. END.
PROFILE.
Level,
16.93
27.03
29.94
42.18
30.18
TT / 4.\ ! Percent-
Up grade (going east) \ tageg _
45-59
37-5
2 9'59
30.41
35- 62
Down " " " J
37-48
35-47
40.47
27.41
34.20
Up grade " " } Average
> feet
16.25
15.88
16.36
16.96
16.32
Down grade " " ) per mile.
18.75
18.49
17.66
22.77
^S 1
ALIGNMENT.
Tangents. ) -r,
1 Percent-
82.52
83-44
73-85
84.26
82.06
n V tages.
Curves, )
17.48
16.56
26.15
15-74
17.94
Curvature : average : degrees :
i'-2o'- 57 "
i-46'-n"
2- 4 '- 4 o"
r-48'-i7"
i- 4 6'-34' /
9 2
THE ROGERS LOCOMOTIVE AND MACHINE \\ORKS.
Four different locomotives were used : One of these, number 45, ran from
Buffalo to Newark, 96.8 miles; another, number 50, took the train from Newark
to Frankfort, 108.3 miles; the third, engine number 27, was used from Frankfort to
Coeymans, 9.27, and the last part of the journey from Coeymans to Weehawken,
128.2 miles was made with engine number 36. Engine number 27 was an anthracite
coal burner, Fig. 234 with a long fire-box of the type known as Class A, on the
West Shore road. Nos. 45, 50, and 36 were bituminous coal burners, Fig. 235 desig-
nated Class B engines. They were all built at the Rogers Locomotive Works in
Paterson, N. J., from the design of the late Howard Fry.
Another remarkable run was made by a Rogers engine on the New York, West
Shore & Buffalo Railway on the 8th of October, 1885, the particulars of which are
given in the following table from which it will be seen that this train at times attained
the remarkable speed of 80 miles per hour. The table was prepared for Mr. J. D.
Layng, the general manager of the line :
Memorandum of speed made on Special, consisting of Engine No. 43, John Davis,
Engineer, with Car No. 100, October 8, 1885, on run between Genesee Junction
and East Buffalo.
Miles.
Seconds.
Miles per H.
Miles.
Seconds.
Miles per H.
I
52
69
i
52
69
i
55
62
i
51
7i
I
50
72
i
49
73
i
5>
71
i
47
77
I
53
68
i
50
72
I
49
73
i
45
80
I
50
72
i
45
80
I
50
72
i
45
80
I
49
73
i
50
72
I
53
68
i
48
75
i
52
69
IO
512
70
1 1
534
74
THE TRACTIVE POWER OF LOCOMOTIVES. 93
CHAPTER VIII.
THE TRACTIVE POWER OF LOCOMOTIVES*
IT may be stated, generally, that a locomotive exerts its power in drawing trains by
means of the friction or adhesion of the driving wheels on the rails. Or, to quote
from Pambour's old "Treatise on Locomotive Engines:" "Two conditions are necessary
in order that an engine may draw a given load : First, that the dimensions and propor-
tions of the engine and its boiler enable it to produce on the piston, by means of the
steam, the necessary pressure, which constitutes what is properly termed the power of the
engine; and second, that the weight of the engine be such as to give a sufficient
adhesion to the wheel on the rail. These two conditions of power and weight must be
in concordance with each other; for, if there is a great power of steam and little
adhesion, the latter will limit the effect of the engine, and there will be steam lost; if, on
the other hand, there is too much weight for the steam, that weight will be a useless
burden, the limit of the load being in that case marked by the steam."
There is a good deal of difference in the figures given by various authorities to
indicate the proportion which the friction or adhesion of the wheels on the rails bears to
the weight on them. The figures which are perhaps used most in practice are those
published in Molesworth's " Poc.ket-Book of Engineering Formulae." These are as
follows :
ADHESION PER TON OF 2,240 LHS. ON THE DRIVING-WHEELS.
When the rails are very dry, 600 Ibs. per ton
When the rails are very wet, 550 " " ' '
In ordinary English weather, 450 " " "
In misty -weather, if the rails are greasy, 300 " " "
In frosty or snowy weather, 200 ' ' " ' '
In D. K. Clark's " Manual for Mechanical Engineers, page 724, he gives a report
of experiments made by M. Poiree on the Paris & Lyons Railroad with a wagon by
skidding the wheels. Of these experiments Clark says :
" At speeds under 20 miles per hour it appears from the table that, when the rails are dry, the
co-efficient of friction, or the adhesion, is one-fifth of the weight, and that on very dry rails it is one-fourth.
As the speed is increased, the adhesion is reduced. These data are corroborative of the results of the
author's experiments on the ultimate tractive force of locomotives on dry rails, from which he obtained a
co-efficient of friction equal to one-fifth of the weight, at speeds of about 10 miles per hour."
In the paper " On the Effect of Brakes upon Railway Trains " read by Captain
Galton before the Institution of Mechanical Engineers, t the following determination of
* A considerable portion of this chapter is reprinted from the Railroad Gazette of June 6, 1879.
t See Engineering of May 2, 1879, Page 371.
94 THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
the adhesion of wheels is given. It must be kept in mind, too, that he makes the
distinction between "adhesive" and sliding friction. By "adhesive" is meant the
friction between rolling wheels and the track :
" On dry rails it was found that the co-efficient of adhesion of the wheels was generally over
0.20. In some cases it rose to 0.25 or even higher. On wet or greasy rails without sand, it fell as low
as 0.15 in an experiment, but averaged about o. 18. With the use of sand on wet rails it was above 0.20
at all times ; and when the sand was applied at the moment of starting, so that the wind of the rotating
wheels did not blow it away, it rose up to 0.35, and even above 0.40."
This is probably the most correct determination of the adhesion of wheels that
has ever been made, and shows that the ordinary rule of taking the adhesion at one-fifth
of the weight in the driving wheels is quite within the limits of ordinary practice. Even
on a wet or greasy rail, with the use of sand, it was above 0.20 at all times. In fact, if
we want to calculate the maximum power which a locomotive will exert if the rails are
sanded, we might take the adhesion at one-third, and under favorable conditions without
sand would be quite safe at one-fourth.
In order to put these figures in a form in which they can easily be remembered
and conveniently used, they may be given as follows :
ADHESION OF LOCOMOTIVES.
Under
the n
ordinary conditions without using sand on \ ,-. cr ,v t] > .. .> j i ,
., s , , , \ One-fifth the weight on the driving-wheels.
ails, or on wet sanded rails \
Under favorable conditions without sand, > One-fourth the weight on the driving-wheels.
On a dry, sanded mil, | One-third the weight on the driving-wheels.
These may be taken as working data, but before the tractive power of a locomo-
tive can be determined it must be known how much power is required to draw a given
load over a road with known grades and curves. If the authorities be consulted with
reference to this point a wider difference even than that relating to the adhesion of
driving-wheels will be found to exist. Without comparing these, it may be stated that
the most recent experiments have shown that the resistance of good American cars does
not exceed 6 Ibs. per ton of 2,000 Ibs. at very slow speeds on a straight and level track,
and when in the best condition and good weather it is probably not over 4 Ibs. The
wind, however, has an important influence, and as this is very variable it is hardly safe
to take the resistance, under the conditions named above, at less than 6 Ibs. per ton.
With reference to the influence of speed on the resistance, it must be admitted
that our knowledge is very inexact, and probably the law or laws which govern it are not
understood. The following rule, though, will give results which do not differ materially
from those given by the most reliable experiments which have thus far been made.
THE TRACTIVE POWER OF LOCOMOTIVES. 95
To get the resistance per ton (of 2,000 Ibs.) of a train on a straight and level
track at any given speed :
Square the speed in miles per hour and divide by 171 and add 6.
To get the resistance per ton due to any grade :
Multiply the rise in feet per mile by 0.3788 and add the quotient to the resistance
due to the speed on a straight and level track.
Our knowledge of the resistance due to curves, like that due to speed, is in a very
unsatisfactory condition, but the most reliable information we have indicates that the
resistance is equal to about half a pound per ton per degree of curvature.
We may then tabulate these calculations as follows :
RESISTANCE OF TRAINS:
On straight and level track at veiy low speeds, 6 Ibs. per ton ot 2,000 Ibs.
For resistance due to speed : Square the speed in miles per hour and
divide by 1 71, - " " <
For resistance due to grade: Multiply the rise in feet per mile by 0.3788, " " "
For resistance due to curves : Add ^ Ib. per degree of curvature, " " "
Total
If the radius of the curve is given, the "degree" may be found approximately by
dividing the radius into 5730. This rule is correct enough for ordinary curves of over
500 feet radius.
Having these data, suppose we want to calculate how much, say, a Consolidation
engine will pull up a grade of 70 feet per mile, with 9 curves and at a speed of 20 miles
per hour. The first question to determine will be whether we want to know the
maximum load which such an engine will draw, or what it will do in good weather, or
what it will do at all times, excepting in snow storms. In the first case we would take
the adhesion at 1/3 the weight on the driving-wheels; in the second at %", and in the
last case at . We will assume that the second represents our hypothetical case, and
that the locomotive has a weight of n,ooo Ibs. on each driving-wheel, or a total of
88,000 Ibs. The adhesion would therefore be one-fourth of 88,000 lbs.= 22,000 Ibs.
The train resistance per ton would be as follows :
Resistance on straight and level track = 6.0 Ibs.
20 X 20
" due to speed = = 2.3 "
171
" " " grade = 70X0.3788 = 26.5 "
" " " curve = 9 X > = 4-5"
Total 39.3 Ibs.
Therefore, as each ton will have a resistance of 39.3 Ibs., and as our engine is
capable of exerting a tractive force of 22,000 Ibs., the total load which it can pull
would be represented by
22,000
= 559.8 tons.
393
96 THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
As the engine and tender weigh about 72 tons, the train which our engine will
pull will be represented by 559.8 72 = 487.8. Of course, to do this work the
cylinders must be large enough to turn the wheels, and the boiler have the requisite
capacity to supply steam. It is very rare that a locomotive has not cylinder capacity
sufficient to turn the wheels. It happens much oftener that the cylinders of Locomotives
are too large instead of too small. This is due to the fact that the boiler pressure has of
late years been much increased while the size of the cylinders has not been diminished
in the same proportion.
The table on the following page, which gives the resistance in Ibs. per ton (of 2,000
Ibs.) is taken from Forney's Catechism of the Locomotive, and was calculated by the
rules given above. The various speeds are indicated in the headings at the tops of the
columns, and the rate of gradients, that is the rise in feet per mile is given in the first
column on the left. The resistance on a grade of say 50 feet per mile, and a speed of
20 miles per hour can be found on the horizontal line opposite the figure 50 in the first
column and in the column under the heading of that speed, and is 27.2 Ibs. per ton.
The simplest way to calculate how heavy a train a locomotive will pull under
ordinary conditions of weather is to divide the weight on all the driving wheels by 4,
which will give their adhesion to the rails. Then divide this by the resistance for the
required grade and speed, taken from the table. If curves and grades occur simultaneously,
add to the resistance given in the table y 2 Ib. for each degree of the curve. The quotient
will be the weight of the train including that of the tender and locomotive, which
the latter will pull on the grade and at the speed given.
The capacity of the Rogers engines, in the tables on the following pages, is
calculated for an adhesion equal to one-fourth of the weight on the driving wheels.
The maximum capacity of these engines, under very favorable conditions, will be some-
what greater than that given in the tables.
THE TRACTIVE POWER OF LOCOMOTIVES.
97
TABLE OF RESISTANCES OF RAILROAD TRAINS,
ON A STRAIGHT TRACK,
WITH DIFFERENT GRADES AND SPEEDS.
w
II ill
"I- : * k c o.^>
C O 3
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o
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O
3
o
o
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ft
p^
\
!
6.1; 6.6
7-3
8-3
9.6
II. 2
I3-I
15-3
I 7 .8
20.6
27.0 34.6
5
1.8
7-9 8.4
9.1
IO. I
11.4
13.0
14.9 17.1
19.6
22.4
28.8
3 6 -4
10
3-7
9.8 to. 3
II. O
12.
13-4
14.9
16.8 19.0
21-5
243
3-7
38.3
15
56
II-7 12.2
12.9
13-9
15.2
16.8
18.7 21.9
24.4
27-2 33.6
41.2
20
7-5
13.6 14.1
14.8
I 5 .8
17.1
18.7
20.6
22.8 25.3
281 34-5
42.1
25
9-4
15.5 16.0
16.7
17.7
19 o
20. 6
22.5
24.7
27-2 3 1 - 374
45-
3
1J -3
17.4 17.9
18.6
19.6
21.9
22.5
24.4 26.6
29.1 31.9 38.3
45-9
35
13.2
19.3 198
20.5
21.5
22.8
24.4 26.3 28.5
31.0 33.8 40.2
47-8
40
I5- 1
21.2 21.7
22 4
23-4
24.7
26.3 28.21 30.4
32-9 35-7J 42.i
49-7
45
17.0
23.1 236
24-3
2 53
26.6
28.2 30.1 323
34.8 37.6 44.0
51.6
5
189
2 5-; 25.5
26.2
27.2
28.5
30.1 32.01 34.2
3 6 -7 39-5 459
535
60
22.7
28.8
2 93
30.0
31.0
32-3
33-9 1 35-8i 38-0
40.5 43-5 49-9
57-5
70
26.5
32-6 33 i
33-8
34-8 36-1
37-7 39- 6 | 41-8
44-3 47- 1 53 5
61.1
80
3-3
3 6 -4 3 6 9
37-6
38.6
399
40.5 42.4 44.6
47.1 49.9 56.3
6 39
90
340
41 o
40 6
41-3
42.3
436
45-2
47.1
49-3
51.8 54.6! 6i.o| 68.6
100
37-8
439
444
45- 1
46.1
47-4
49-0 5 J -9
54.1
56.6 59.4 65.8
73-4
I 10
41.6
47-7
48.2
48.9
49-9
51.2
52-8! 54-7
5 6 -9
59-4
62.2
68.6
76.2
120
454
5 : -5
52.0
S 2 -?
53-7
55-o
566 58.5 60.7
63.2
66. o
72.4
80.0
I 3
49 2
55-3
558
56.5
57-5
588
60.4
62.3 64.5
67.0 69.8 76.2
83.8
140
530
59- 1
59- 6
60.3
6i-3
62.6
642
66.il 683
70.8 73 6 80.0
87.6
150
56.8
62.9 63.4
64.1
65-1
66.4
68.0
69 9 72.1
746
77-4: 83.8
91.4
1 60
60.6
66.7 67.2
67.9
68.9
70.2
7 1 - 8 73-7! 75-9
78.4
81.2 87.6
95-2
170
64-3
70.4 70.9
71.6
72.6
739
75-5
77.41 79- 6
82.1 84.9 91.3 98.9
1 80 68.1
74-2 74-7
75-4
76.4
77-7
79.3 81.2 83.4
85-9 88.7 95.1102.7
190 i 71.9
78.0 78.5
79-2
80.2
81.5
83.1 85.0 87.2
89.7 92.5 98.9
106.5
200
75-7
81.8; 82.3
83.0
840: 85.3
86.9
88.8
91.0
93-5 9 6 -3
102.7
110.3
2IO
79-5
85.6 86 i
86.8 87.8 89.1
90.7
92.6
94-8
97.3 100.1
106.5
114.1
22O
83-3
89.4 899
90.6
91.6 92.9
94-5
96.4
98.6
IOI.I
103.9
110.3
117.6
230
87.1
93 2 93 7
94-4
95-4 9 6 -7
98.3 IOO.2 IO2.4
104.9 107.7
1 14.1
121.7
240
90.8
96.9 97.4
98.1 99.1 100.4
102.01103.9 106. i
108.611 1 1.4
117.8
125-4
250
94.6
100.7
IOI.2
101.9 102.9 103.2
105.8 107.71109.9
II2.4JII5-2
121. 6
129.2
260
98.4
104.5
105.0
105.7 106.7 107.0
108.6
110.5
112.7
115.2 118.0
124.4
132.0
270
IO2.2
108.3
108.8
i9-5
110.5 in. 8
113.4
115.3
"7-5
I2O.O
122.8
129.2
136.8
280
106.0
112. 1
112. 6
113.3
114.3)115.6
117.2
119.1
121.3
123.8
126.6
133.0
140.6
290
109.8
II5.9 116.4
117.1
118.1 119.4
121.
122.9
125.1
127.6
I3 -4
136.8
144.4
3
II3.6
II9.7
120.2
120.9
121.9
123.2
124.8
126.7
128.9
I3I-4
134.2
140.6 148.2
PLATES
AND
TABLES OF DIMENSIONS
AND CAPACITY
OF
LOCOMOTIVES.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
CHAPTER IX.
PLATES AND TABLES OF DIMENSIONS AND CAPACITY OF LOCOMOTIVES OF
4 FT., 8y IN. GAUGE OR WIDER.
IN the following tables the principal dimensions, weight, etc., and the
calculated capacity for hauling loads is given for the different classes of
locomotives manufactured by the Rogers Locomotive and Machine Works. In
making the calculations the adhesion of the engines as mentioned in the
preceding chapter, was taken at one-fourth the weight on the driving wheels.
Experience has shown that the adhesion of the driving wheels is fully equal to
that proportion of the weight on them, in good weather and under favorable
conditions. The calculations are made for straight lines and for the grades and
speeds specified in each table. An allowance, which has been explained in the
previous chapter, must be made for curves.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
103
Eight Wheel Standard Locomotives
FOR PASSENGERS.
Gauge 4 ft, 8>^ in. or wider. Fuel, Bituminous Coal.
General Design shozvn by Plate I.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ihs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
15 X 22
66
7 ft. 9 in.
21 ft. 4 in.
41200
23200
64400
I8OO
15X24
66
7 ft. 9 in.
21 ft. 8 in.
42200
23400
65600
2OOO
16X22
66
7 ft. 9 in.
21 ft. 7 in.
43200
23400
66600
2OOO
16X24
66
8ft.
22 ft.
44200
24400
68600
22OO
I/X 22
66
8 ft.
21 ft. 9^ in.
45200
24400
69600
22OO
Load in tons of 2000 pounds in addition to Engine and Tender,
at 30 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
lOOft.
125 ft.
1 50 ft.
869
640
5OO
34i
253
203
159
125
IOO
888
654
510
347
257
206
161
126
IOI
910
671
523
357
264
213
1 66
130
105
940
685
534
363
269
216
1 68
131
105
950
700
546
372
275
221
173
135
1 08
IO4
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
^
si
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
105
Eight Wheel Standard Locomotives
FOR PASSENGERS.
Gauge, 4 ft, 8>2 in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate II.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
17X24
66
8 ft. 6 in.
22ft. 8^ in.
48700
270OO
75700
2300
18X22
66
8 ft. 6 in.
22 ft. 6y 2 in.
49200
272OO
76400
2300
18X24
66
8 ft. 6 in.
22 f. i \]/ 2 in
52400
27600
8OOOO
2600
19X22
66
8 ft. 6 in.
22 ft. 7^ in.
53000
28OOO
8IOOO
2600
Load in tons of 2000 pounds in addition to Engine and Tender,
at 30 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
I OO ft.
125 ft.
1 50 ft.
1024
754
588
400
296
237
185
145
116
1035
762
595
405
300
241
188
47
118
IIOI
8n
632
430
3i8
256
199
155
125
1114
820
640
435
322
258
20 1
157
126
io6
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
lO/
Eight Wheel Standard Locomotives
FOR PASSENGERS OR FREIGHT.
Gauge 4 ft, &*/2 in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate III.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
I
15X24
56
7 ft. 9 in.
2 1 ft. 7 in.
41000
23000
64000
2OOO
2
16X22
56
7 ft. 9 in.
2 1 ft. 6 in.
42000
23000
65000
2000
3
16X24
56
8 ft.
2 1 ft. ii in.
43000 24000
67000
22OO
4
17X22
56
8 ft.
21 ft. 91^ in.
44000 24000
68OOO
22OO
5
17X24
56
8 ft. 3 in.
22 ft. 4^ in.
47500
26500
74000
2300
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
1 00 ft.
125 ft.
I 50 ft.
1184
803
598
387
280
214
171
133
I O6
1212
822
611
396
286
219
175
135
1 08
1239
840
624
403
291
222
177
137
IO9
1268
861
639
413
298
228
182
140
I 12
1368
927
689
445 32i
246
195
151
I2O
io8
THE ROGERS LOCOMOTIVE AND MACHINE \\ORKS.
Eight Wheel Standard Locomotives
FOR PASSENGERS OR FREIGHT.
Gauge, 4 ft, 8>2 in. or wider. Fuel, Bituminous Coal.
General Design slioivn by Plate III.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ihs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
15X22
62
7 ft. 9 in.
21 ft. 3 in.
40700
23000
63700
I800
15x24
62
7 ft. 9 in.
21 ft. 7 in.
41700
23200
64900
2000
16X22
62
7 ft. 9 in.
21 ft 6 in.
42700
23200
65900
2000
16X24
62
8ft
2 1 ft. 1 1 in.
43700
24200
67900
22OO
17X22
62
8ft
21 ft. 9% in.
44700
24200
68900
22OO
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 rniles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft
1 00 ft.
125 ft.
I 50 ft.
1175
797
593
384
277
213
170
I 3 2
105
1203
816
607
392
283
217
173
134
107
1232
835
622
402
290
222
177
138
I IO
1259
853
634
410
295
226
I 80
139
II I
1289
873
649
420
302
231
184
143
114
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Eight Wheel Standard Locomotives
FOR PASSENGERS OR FREIGHT.
Gauge 4 ft, 8^ in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate III.
Cylinders. Dia'eter
f Wheel Base.
Diameter .
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels. Of
Driving
inches. Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
17X24
62
8 ft. 3 in.
22 ft. 4^ in.
48200
26800
75000
2300
18X22
62
8 ft. 3 in.
22ft. 3>^in.
48500
27000
75500
2300
I
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
looft.
125 ft.
I 50 ft.
1389
942
701
453
327
249
199
154
123
2
1397
947
704
455
328
251
2OO
155
123
3
4
5
110
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Ill
Eight Wheel Standard Locomotives
FOR PASSENGERS.
Gauge, 4 ft, 8>2 in. or wider. Fuel, Anthracite Coal.
General Design shown by Plate IV.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
17X22
66
8ft.
21 ft. ii in.
59500
23500
83000
22OO
17X24
66
8ft.
22 ft. i y 2 in.
63OOO
25000
88000
23OO
18X22
66
8ft.
21 ft. ii in.
63OOO
25000
88000
2300
18X24
66
8 ft. 6 in.
22 ft. 9^ in.
64OOO
32500
96500
26OO
Load in tons of 2000 pounds in addition to Engine and Tender,
at 30 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
I OO ft.
125 ft.
1 50 ft.
1264
934
731
502
375
303
239
190
155
1337
988
773
530
396
320
252
200
163
1337
988
773
530
396
320
252
200
163
1352
997
780
532
396
3i9
250
197
159
I 12
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Eight Wheel Standard Locomotives
FOR PASSENGERS OR FREIGHT.
Gauge, 4 ft, S)4 in. or wider. Fuel, Anthracite Coal.
General Design shown by Plate V.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ihs.
On
Truck.
11)S.
Total.
Ihs.
Capacity
of
Tank.
Gals.
16x24
62
8ft.
22 ft. I y> in.
59500
23500
83000
2 2OO
I
Load in tons of 2000 pounds in addition to Engine and Tender,
at 30 miles an hour, on a grade per mile of
On a
Level.
i oft.
20 ft.
731
40 ft.
60 ft.
Soft.
I OO ft.
1 25 ft.
1 50 ft.
1264
934
501
375
303
239
190
155
2
3
4
5
114
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Mogul Locomotives
FOR FREIGHT.
Gauge 4 ft, 8j^ in. or wider. Fuel, Bituminous Coal.
General Design shoivn by Plate VI.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
16X24
48
I4ft. loin
22ft. 4 in.
57000
13000
70000
2 200
17X24
48
15 ft.
22 ft. 6 in.
60500
13500
74OOO
2300
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
10 ft
20 ft.
40 ft.
60 ft.
Soft.
TOO ft
125 ft.
I 50 ft.
1659
1 129
844
549
401
3ii
251
197
1 6O
1760
1198
895
584
426
330
266
2IO
170
n6
TIIK ROGERS LOCOMOTIVE AND MACHINE WORKS.
Mogul Locomotives
FOR FREIGHT.
Gauge, 4 ft, 8 l /2 in. or wider. Fuel, Bituminous Coal.
General Design sJioivn by Plate VI.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weigiit, in running order.
POUNDS.
Separate
Tender.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ihs.
On
Truck.
11)S.
Total.
Ihs.
Capacity
of
Tank.
Cals.
18x24
50
15 ft. 2 in.
22 ft. 8 in.
66500
14500
SiOOO
2600
1
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
1 00 ft.
1 2 5 ft.
1 50 ft.
1935
1317
984
642
468
363
293
230
187
2
3
4
5
THE ROGERS LOCOMOTIVE AND MACHINE \VORKS.
117
Mogul Locomotives
FOR FREIGHT.
Gauge, 4 ft., &}4 in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate VI.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
18X24
54
15 ft. 2 in.
22 ft. 9 in.
67800
I420O
82OOO
2600
19X22
54
12 ft. I O in
20 ft. 5 y 2 in.
68000
I440O
82400
2600
19X24
54
15 ft. 4 in.
23ft.
70000
16000
86OOO
3000
20X24
54
1 5 ft. 6 in.
23 ft. 2 in.
78400
19950
98350
3000
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 rniles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
I OO ft.
125 ft.
1 50 ft.
1973
1343
1003
655
478
370
299
235
191
1979
1347
1006
657
480
371
300
236
192
2034
1384
1033
674
490
379
306
240
195
2281
1553
I I 6O
758
552
428
345
272
221
nS
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
119
Mogul Locomotives
FOR FREIGHT.
Gauge, 4 ft, & l / 2 in. or wider. Fuel, Anthracite Coal.
General Design shown by Plate VII.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
18X24
48
13 ft. 6 in.
20 ft. IO in.
73000
I20OO
85000
26OO
19X24
48
1 3 ft. 6 in.
20 ft. loin.
78000
13000
91000
26OO
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
looft.
125 ft.
1 50 ft.
2127
1449
1084
709
518
402
325
257
209
2275
i55i
I 1 60
759
555
431
349
276
226
I2O
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
FOR FREIGHT.
Gauge, 4 ft., S l /2 in. or wider. Fuel, Anthracite Coal.
General Design sJiown by Plate VII.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
19X24
54
13 ft. 6 in.
20 ft. loin.
79500
13500
93000
3000
20X24
54
14 ft
21 ft. 6 l / 2 in.
85500
14500
I OOOOO
3000
Load in tons of 2OOO pounds in addition to Engine and Tender,
at 20 rniles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
I OO ft.
125 ft.
1 50 ft.
2316
1578
1179
771
563
437
353
279
227
2494
1696
1268
832
608
473
383
303
247
122
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
I
8
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
I2 3
Ten Wheel Locomotives
FOR FREIGHT.
Gauge, 4 ft, 8>^ in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate VIII.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
16X24
50
1 2 ft. 6 in.
22 ft. 9 in.
54000
18500
72500
22OO
17X22
50
1 2 ft. 6 in.
22 ft. 8 in.
54000
19000
73000
22OO
17X24
50
1 3 ft. 3 in.
23 ft. 5 in.
56500
2IOOO
77500
2300
18X22
50
1 3 ft. 3 in.
23 ft. 4 in.
57OOO
2IOOO
78000
2300
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
I OO ft.
125 ft.
1 50 ft.
1567
1066
795
518
376
291
234
183
148
1582
1076
803 523
380 294
.236
1 86
150
1637
1113
830 540
393 302
242
189
153
1652
1123
838
543
396
305
245
192
155
124
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Ten Wheel Locomotives
FOR FREIGHT.
Gauge, 4 ft, 8^ in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate VIII.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
16X24
54
1 2 ft. 6 in.
22 ft. 9 in.
55000
18500
73500
22OO
I/X 22
54
12 ft. 6 in.
22 ft. 8 in.
54800
19200
74000
22OO
17X24
54
1 3 ft. 3 in.
23 ft. 5 in. 57000
2I50O 78500
2300
18X22
54
1 3 ft. 3 in.
23ft. 4 in.
57500
2I5OO 7900O
2300
18X24
54
1 3 ft. 4 in.
23 ft. 6 in. 61500
23500
85000
2600
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
1 00 ft.
125 ft.
1 50 ft.
1596
1085
810
528
383
296
238
187
151
1590
1081
807
525
382
295
237
1 86
150
1652
1123
838
545
396
305
245
192
155
1667
H33
846
550.
400
308
248
194
157
1782
121 I
903
587
426
328
263
206
1 66
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
125
FOR FREIGHT.
Gauge, 4 ft., 8>-2 in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate VIII.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
19X24
54
13 ft. 6 in.
23 ft. 8 in.
65000
25OOO
90000
3000
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
lOOft.
1 2 5 ft.
1 50 ft.
1881
1278
952
618
448
345
276
216
174
126
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
127
Ten Wheel Locomotives
FOR FREIGHT.
Gauge, 4 ft, S}4 in. or wider. Fuel, Wood.
General Design shown by Plate IX.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
16X24
56
12 ft. 6 in.
22 ft. 9 in.
55500
18500
74OOO
2200
17x22
56 1 2 ft. 6 in.
22 ft. 8 in.
55700
19300
75OOO
22OO
17x24
56 1 3 ft. 3 in.
23 ft. 5 in.
58000
21500
79500
23OO
18X22
56 1 3 ft. 3 in.
23 ft. 4 in.
58500
21500
8OOOO
23OO
18X24
56
13 ft. 4 in.
23ft. 6 in.
62500
23500
86000
26OO
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
I OO ft.
125 ft.
1 50 ft.
161 1
1096
818
533
387
299
241
189
153
1616
1099
820
534
388
300
241
189
153
1682
1143
853
555
403
3ii
249
195
159
1697
1153
861
560
407
3H
252
197
1 60
1811
1231
922
597
433
333
268
209
169
128
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Ten Wheel Locomotives
FOR FREIGHT.
Gauge, 4 ft, 8}4 in. or wider. Fuel, Wood.
General Design shown by Plate IX.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels. Of
Driving
inches. Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ihs.
Total.
Ihs.
Capacity
of
Tank.
GaK
19X22
56 : 13 ft. 4 in.
23 ft. 6 in.
63500
245OO
88000
2600
19X24
56
13 ft. 6 in.
23 ft. Sin.
68800
252OO
94OOO
3000
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
lOOft.
125 ft.
1 50 ft.
1840
1250
932
606
440
339
272
213
171
1994
1355
IOIO
657
477
367
295
231
1 86
130
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
a!
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Ten Wheel Locomotives
FOR FREIGHT.
Gauge, 4 ft, 8>2 in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate X.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
IQX 24
50
15 ft. I in.
26ft.
76000
I6OOO
92OOO
2600
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
Soft
IOO ft
125 ft
1 50 ft.
2215
1509
1128
738
539
418
338
267
218
132
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Ten Wheel Locomotives
FOR FREIGHT.
Gauge, 4 ft, 8 l /2 in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate X.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ihs.
On
Truck.
Ihs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
20X24
54
15 ft. 5 in.
26ft. 3 y 2 in.
800OO
I8OOO
98000
3000
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
i oft.
20 ft.
40 ft.
60 ft.
Soft.
1 00 ft.
125 ft.
i 50 ft.
2329
1586
1185
775
565
438
354
279
227
134
THE .ROGERS LOCOMOTIVE AND MACHINE WORKS.
s
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
'35
Consolidation Locomotive
FOR FREIGHT.
Gauge, 4 ft., 8}^ in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate XL
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
20X24
50
1 4 ft. 9 in.
22 ft. loin.
86500
13500
I OOOOO
3000
Load in tons of 2000 pounds in addition to Engine and Tender,
at 15 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
IOO ft.
125 ft.
1 50 ft.
2881
1884
1380
884
640
494
398
314
256
136
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
137
Consolidation Locomotive
FOR FREIGHT.
Gauge, 4 ft, 8}4 in. or wider. Fuel, Anthracite Coal.
General Design shown by Plate XII.
I
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
20X24
50
1 4 ft. 9 in.
22 ft. loin.
92800
13600
106400
3OOO
2
3
4
5
I
Load in tons of 2000 pounds in addition to Engine and Tender,
at 15 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
I OO ft.
125 ft.
1 50 ft.
3094
2025
1483
951
689
533
430
340
278
2
3
4
5
138
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
I
s
^
SI
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
139
FOR SWITCHING.
Gauge, 4 ft., 8^ in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate XIII.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
12X20
46
7 ft.
7 ft.
41500
41500
1200
12X22
46
7 ft.
7 ft.
43500
43500
1200
13X22
46
7 ft.
7ft
45500
45500
I20O
Load in tons of 2000 pounds in addition to Engine and Tender,
at 10 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft
I OO ft.
125 ft
I 50 ft
1554
983
709
448
322
248
201
159
130
1629
1031
743
470
338
261
21 I
167
136
1704
1078
778
492
354
274
221
175
143
140
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Four Wheel Locomotives
FOR SWITCHING.
Gauge, 4 ft., 8>^ in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate XIII.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
I
12X20
50
7 ft.
7ft.
43000
43000
I2OO
2
12X22
50
7 ft.
7ft.
44000
44000
I2OO
3
13X22
50
7 ft.
7 ft.
46000
46000
I2OO
4
14X22
50
7 ft. 6 in.
7 ft. 6 in.
48000
48000
1500
5
15X22
50
7 ft. 6 in.
7 ft. 6 in.
51000
51000
1500
Load in tons of 2000 pounds in addition to Engine and Tender,
at 10 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
1 00 ft.
125 ft.
I 50 ft.
I59i
1006
725
458
330
254
205
l62
133
1629
1030
743
470
338
261
211
I6 7
136
1704
1078
778
492
354
274
221
175
143
1777
i 124
810
512
368
284
229
182
148
1888
1194
861
545
392
303
244
194
150
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
141
Four Wheel Locomotives
FOR SWITCHING.
Gauge, 4 ft., 8>2 in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate XIII.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
15x24
50 7 ft. 6 in.
7 ft. 6 in.
54OOO
54OOO
1800
16X22
50
7 ft. 6 in.
7 ft. 6 in.
54OOO
54OOO
1800
16X24
50
7 ft. 6 in.
7 ft. 6 in.
55500
55500
1800
Load in tons of 2000 pounds in addition to Engine and Tender,
at 10 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
Soft.
I OO ft.
125 ft.
1 50 ft.
1999
1264
911
576
415
320
258
204
167
1999
1264
911
576
415
320
258
204
167
2074
1312
946
598
431
332
268
213
174
142
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Four Wheel Locomotives
FOR SWITCHING.
Gauge, 4 ft., 8>^ in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate XIII.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
15x24
54
7 ft. 6 in.
7 ft. 6 in.
54500
54500
1800
16X22
54
7 ft. 6 in.
7 ft. 6 in.
54500
54500
1800
16X24
54
7 ft. 6 in.
7 ft. 6 in.
560OO
56000
2OOO
I
Load in tons of 2000 pounds in addition to Engine and Tender,
at 10 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
80 ft.
1 00 ft.
1 25 ft.
1 50 ft.
2036
1287
928
587
422
326
263
208
170
2
2036
1287
928
587
422
326
263
208
170
3
2072
1310
944
596
429
330
266
21 I
172
4
5
144
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
S!
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Six Wheel Locomotives
FOR SWITCHING.
Gauge, 4 ft, &J/2 in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate XIV.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
I I X 16
31
I oft. 3 in.
10 ft. 3 in.
39000
39OOO
I2OO
Load in tons of 2000 pounds in addition to Engine and Tender,
at 10 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
lOOft.
125 ft.
1 50 ft.
H43
913
657
415
299
230
185
147
119
146
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Six Wheel Locomotives
FOR SWITCHING.
Gauge, 4 ft., S}4 in. or wider. Fuel, Bituminous Coal.
General Design skozvn by Plate XIV.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ihs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
IIX 16
44
i oft. 3 in.
10 ft. 3 in.
4OOOO
40000
I2OO
14X22
44
I oft. 3 in.
IO ft. 3 in.
61500
61500
I5OO
15X22
44
i oft. 3 in.
I oft. 3 in.
64500
64500
I5OO
16X20
1
44
i oft. 3 in.
10 ft. 3 in.
65000
65000
I5OO
I
Load in tons of 2000 pounds in addition to Engine and Tender,
at 10 miles an hour, on a grade per mile of
On a
Level.
i oft.
20 ft.
40 ft.
60 ft.
Soft.
1 00 ft.
125 ft.
1 50 ft.
1480
936
6/4
426
306
236
191
151
123
2
2300
1460
1052
666
481
372
301
236
196
3
2375
1504
1085
688
497
383
311
248
205
4
2412
1528
IIO2
699
505
390
316
251
207
5
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Six Wheel Locomotives
FOR SWITCHING.
Gauge, 4 ft, % l / 2 in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate XIV.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
14X22
46
I oft. 3 in.
10 ft. 3 in.
63000
63000
1500
15X22
46
i oft. 3 in.
i oft. 3 in.
65500
65500
1500
16X20
46
i oft. 3 in.
i oft. 3 in.
66OOO
66OOO
1500
16X22
46
loft. 3 in.
i oft. 3 in.
68OOO
68OOO
1800
16X24
46
i oft. 7 in.
I oft. 7 in.
72000
72000
1800
Load in tons of 2000 pounds in addition to Engine and Tender,
at 10 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
I OO ft.
125 ft
1 50 ft.
2338
1481
IO69
678
489
379
307
244
200
2450
i55i
I I 2O
7IO
513
397
322
256
210
2450
i55i
I I 2O
7IO
5U
397.
322
256
2IO
2523
1597
H53
730
527
408
330
262
215
2672
1692
1222
774
559
433
350
279
229
148
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Six Wheel Locomotives
FOR SWITCHING.
Gauge, 4 ft., 8}4 in. or wider. Fuel, Bituminous Coal.
General Design sJiown by Plate XIV.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ihs.
Total.
Ihs.
Capacity
of
Tank.
Gals.
17X22 ; 46 IO ft. 3 in.
10 ft. 3 in.
72500
72500
I8OO
17x24 46
loft. 7 in.
IO ft. 7 in.
78000
78000
1800
18X22 ' 46
IO ft. 3 in.
10 ft. 3 in.
78800
78800
2OOO
18X24 46 i oft. 7 in.
10 ft. 7 in.
84000
84000
2OOO
19X22
46
I Oft. 3 in.
i oft. 3 in.
85000
85000
2300
Load in tons of 2OOO pounds in addition to Engine and Tender,
at IO miles an hour, on a grade per mile of
On a
Level.
i oft.
20 ft.
40 ft.
60 ft.
Soft.
I OO ft.
125 ft.
1 50 ft.
2672
1692
1222
774
559
433
350
279
229
2896
1835
'324
841
607
470
381
304
249
2932
1856
1339
849
613
474
384
305
261
3118
1975
1426
905
654
506
411
326
268
3152
1996
1440
912
658
509
412
327 268
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
149
Six Wheel Locomotives
FOR SWITCHING.
Gauge, 4 ft., Sj/2 in. or wider. Fuel, Bituminous Coal.
General Design s/iozvn by Plate XIV.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
14X22
50
i oft. 3 in.
10 ft. 3 in. 64000
64000
1500
15 X 22
50
I oft. 3 in
10 ft. 3 in. 66500
66500
1500
16x20
50
10 ft. 3 in.
i oft. 3 in. 67000
67000
1500
16X22
50
i oft. 3 in.
I oft. 3 in. 69000
69000
1800
16X24
50
10 ft. 7 in.
i oft. 7 in. 73000
73000
1800
Load in tons of 2000 pounds in addition to Engine and Tender,
at 10 rniles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
Soft.
I OO ft.
125 ft.
1 50 ft.
2375
1504
1085
688
497
383
3ii
248
205
2450
1551
I 120
710
5U
397
322
256
2IO
2486
1575
1137
721
521
403
326
260
213
2559
1620
I 169
741
535
4U
335
266
218
2709
1716
1238
785
567
439
355
283
232
150
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Six Wheel Locomotives
FOR SWITCHING.
Gauge, 4 ft, 8>2 in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate XI}'.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels,
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ihs.
Total.
Ibs.
Capacity
of
Tank.
(lals.
17X22
50
I oft. 7 in.
10 ft. 7 in.
7400O
74000
I8OO
17x24
50
10 ft. / in.
10 ft. 7 in.
79000
79000
1800
18X22
50
10 ft. 7 in.
10 ft. 7 in.
80OOO
8OOOO
20OO
18X24
50
i oft. 7 in.
10 ft. 7 in.
85000
85000
2000
19X22
50
i oft. 7 in.
I oft. 7 in.
86500
86500
2300
Load in tons of 2000 pounds in addition to Engine and Tender,
at 10 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
100 ft.
125 ft.
1 50 ft.
i
2747
1740
1256
796
575
445
36i
287
236
2933
1858
1341
8 5 I
615
476
386
307
253
2969
1880
1357
861
622
481
389
310
254
3155
1999
H43
915
66 1
512
415
330
271
3189
2019
H56
923
666
5'5.
416
33i
271
152
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Four Wheel Tank Locomotives
FOR SWITCHING.
Gauge, 4 ft, S}4 in. or wider. Fuel, Bituminous Coal.
General Design sJunvn by Plate XV.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Tank on
Engine.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
lO^X 18
34
6 ft. 6 in.
6ft. 6 in.
43000
43000
5OO
IIX 18
46
6ft. 6 in.
6ft. 6 in.
46000
46000
5OO
14X22
46
7 ft. 6 in.
7 ft. 6 in.
54000
54000
550
Load in tons of 2000 pounds in addition to Engine and Tender,
at 10 miles an hour, on a grade per mile of
1 b !
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
I OO ft.
125 ft.
1 50 ft.
1606
1 02 1
740
473
345
269
220
177
148
1719
1093
793
507
369
289
236
190
158
2018
1283
930
595
434
339
277
223
1 86
'54
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Four Wheel Tank Locomotives
FOR SWITCHING.
Gauge, 4 ft., %yl in. or wider. Fuel, Bituminous Coal.
(lateral Design sliown by Plate XV.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Tank on
Engine.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
liX 18
50
6 ft. 6 in.
6 ft. 6 in.
46800
46800
500
14X22 50
7 ft. 6 in.
7 ft. 6 in.
54800
54800
550
15X22 50
7 ft. 6 in.
7 ft. 6 in.
58500
58500
600
16X22
50
7 ft. 6 in.
7 ft. 6 in.
62000
62000
650
Load in tons of 2000 pounds in addition to Engine and Tender,
at 10 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
I OO ft.
125 ft.
150 ft.
1756
1 1 16
809
517
377
294
241
194
162
2055
1306
929
606
441
345
282
227
189
2204
1402
1016
650
473
370
302
244
203
2317
1473
1069
683
498
339
3i8
256
213
i S 6
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
^
aj
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
157
Six Wheel Tank Locomotives
FOR SWITCHING.
Gauge, 4 ft., 8^2 in. or wider. Fuel, Bituminous Coal.
General Design sJioivn by Plate XVI.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Tank on
Engine.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
IIX 18
46
I Oft.
I oft.
50000
50000
5OO
14X22
46
I oft.
I Oft. ; /OOOO
70000
5OO
15X22
46
I oft.
I oft.
73000
73000
6OO
16X22
46
I Oft.
I Oft.
76000
76000
650
Load in tons of 2000 pounds in addition to Engine and Tender,
at 10 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
I OO ft.
125 ft.
1 50 ft.
.1868
1188
86 3
551
4O2
3i6
257
207
172
2616
1664
1206
770
563
439
359
290
242
2728
1734
1257
804
586
453
374
302
252
2840
1806
1309
837
611
477
390
3H
262
158
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Six Wheel Tank Locomotives
FOR SWITCHING.
Gauge, 4 ft, S l /4 in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate XVI.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Tank on
Engine.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Total.
Capacity
of
Tank.
Ihs.
Ibs.
Gals.
II X 18
50
I oft. 7 in.
loft. 7 in.
52OOO
52000
5OO
14X22
50
i oft. 7 in.
i oft. 7 in.
7I6OO
7I60O
5OO
15X22
50
10 ft. 7 in.
10 ft. 7 in.
746OO
7460O
6OO
16X22
50
i oft. 7 in.
i oft. 7 in.
780OO
78OOO
650
Load in tons of 2000 pounds in addition to Engine and Tender,
at 10 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
I OO ft.
125 ft.
1 50 ft.
'943
1236
896
573
418
326
267
215 179
2691
171 1
1240
793
578
452
369
298
248
2802
1782
1291
826 602
470
384
310
258
2915
1854
1344
860
626
489
400
323
269
i6o
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
si
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Eight Wheel Double- Ender
TANK LOCOMOTIVE.
Gauge, 4 ft, % l / 2 in. or wider. Fuel, Bituminous Coal.
General Design shozvn by Plate XVII.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Tank on
Engine.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On Front
and
RearTruck
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
13^X22
46
6 ft. 6 in.
2O ft 9 in.
42200
^ 9800
64000
70O
15X22
46
6 ft. 8 in.
21 ft.
43500
C 14000
( IO5OO
68OOO
7OO
16X22
46
7ft.
21 ft 6 in.
46500
( 14500
( I IOOO
72OOO
750
Load in tons of 2OOO pounds in addition to Engine and Tender,
at 20 rniles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
I OO ft.
125 ft.
1 50 ft
1239
847
6 3 6
419
308
241
197
157
130
1276
872
654
432
317
248
202
161
133
1364
933
7OO
461
339
265
215
173
142
162
THE ROGERS LOCOMOTIVE AND MACHINE \YOKKS.
Eight Wheel Double -Ender
TANK LOCOMOTIVE.
Gauge, 4 ft., 8>2 in. or wider. Fuel, Bituminous Coal.
General Design skozvn by Plate ,V/77.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Tank on
Engine.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On Front
and
Rear Truck
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
1
13^X22
50
6 ft. 6 in.
20 ft. 9 in.
43200
C I2OOO
( 98OO
65OOO
70O
15x22
50
6 ft. 8 in.
20 ft.
44500
( I4OOO
( I050O
69OOO
7OO
16X22
50
7 ft.
21 ft. 6 in.
47000
^ 14800
1 I I 2OO
73000
" 750
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
1 00 ft.
125 ft.
1 50 ft.
1268
867
6 5 I
429
315
247
20 1
161
133
1305
892
669
440
324
253
206
165
136
1381
942
707
465
342
267
218
174
H3
-
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
163
Eight Wheel Double -Ender
TANK LOCOMOTIVE.
Gauge, 4 ft, 8>^ in. or wider. Fuel, Bituminous Coal.
General Design sltiivn by Plate XVII.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Tank on
Engine.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On Front
and
Rear Truck
Ibs.
Total.
Ibs.
Capacity
of
Tank.
(Jals.
15X22
56
6 ft. 9 in.
21 ft. 6 in.
45500
( I4OOO
( 10500
7OOOO
7OO
16X22
56
7 ft.
2 1 ft. 6 in.
48000
( 14800
\ I I 2OO
74OOO
750
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
I OO ft.
125 ft.
I 50 ft.
1335
915
685
45i
332
260
212
169
I4O
1408
963
722
476
350
274
223
I 7 8
H7
1 64
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
I
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
I6s
Ten Wheel Double-Ender Locomotives
WITH TANK OVER REAR TRUCK.
Gauge, 4 ft., S}4 in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate XVIII.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Tank on
Kngine.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On Front
and
Rear Truck
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
15X22 50
7 ft.
29 ft. 8 in. ' 60000 P 0000
( 25000
95OOO
IOOO
16X22
50
7 ft.
29 ft. 8 in.
62000
( IO5OO
\ 250OO
97500
IOOO
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft. 60 ft.
Soft.
1 00 ft.
1 25 ft. 1 50 ft.
1759
1 202
901
593 436
34i
277 '
221
182
1818
1242
932
613
45i
35 2
287
229
189
1 66
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Ten Wheel Double-Ender Locomotives
WITH TANK OVER REAR TRUCK.
Gauge, 4 ft, &y in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate XVI II.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Tank on
Engine.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On Front
and
RearTruck
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
15X22
56
7 ft.
29 ft 8 in.
61000
C IOOOO
\ 25OOO
96000
IOOO
16X22
56
7 ft.
29 ft. 8 in.
63000
( IO5OO
{ 25OOO
98500
IOOO
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
too ft.
125 ft.
1 50 ft.
1789
1222
917
604
444
347
283
226
1 86
1847
1262
947
623
458
358
292
233
192
1 68
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
8
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
169
Ten Wheel Double-Ender Tank Locomotive
WITH SIX DRIVERS.
Gauge, 4 ft., 8>^ in. or wider. Fuel, Bituminous Coal.
General Design shown by Plate XIX.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Tank on
Engine.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ihs.
On Front
and
Rear Truck
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
I5X2O 42 : 1 2 ft.
24 ft.
67400
C 9000
(7500
83900
1400
15X20
49
1 2 ft. 6 in.
2 5 ft.
68000
(9300
\ 7700
85000
1600
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
I OO ft.
125 ft.
1 50 ft.
1988
1362
IO24
678
502
394
323
261
217
2005
1373
1032
684
SOS
397
326
262
218
170
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
8
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Eight Wheel Forney Engine
WITH TANK OVER TRUCK.
Gauge, 4 ft, 8y in. or wider. Fuel, Anthracite Coal.
General Design shown by Plate XX.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Tank on
Engine.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
II X 16
42
5 ft.
1 6 ft. i in.
29000
14000
43000
500
I2X 18
42
5 ft- 3 in-
1 6 ft. /in.
34000
18000
52000
650
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
I OO ft.
125 ft.
iSoft
851 582
437
288 217
1 66
US
1 08
89
998
682
512
337
248
194
158
127
104
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 1/3
CHAPTER X.
PLATES AND TABLES OF DIMENSIONS AND CAPACITY OF NARROW GAUGE
LOCOMOTIVES.
THE following are some of the styles of locomotives adapted to gauges
of less than 4 feet 8^ inches:
In the construction of Narrow Guage Engines here shown, and more
especially in the illustration of parts of Locomotives, it will be seen that to
secure sufficient water space, steam room, and firebox room, special designs were
made, which make these engines as efficient in service as those of wider gauge.
174
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
s
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
175
Eight Wheel Standard Locomotives
FOR PASSENGERS OR FREIGHT.
Narrow Gau^e Track. Fuel, Bituminous Coal.
General Design sJlo^vn by Plate XXL
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
I2X l6
41
7ft. 4 in.
19 ft.
26000
I500O
4IOOO
I2OO
13x20
55
7 ft. 9 in.
20 ft. 5 in.
29600
I82OO
47800
1300
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
I OO ft.
1 2 5 ft.
1 50 ft.
748
507
376
243
175
134
1 06
81
65
851
577
428
2 7 8
199
152
121
93
74
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
177
Mogul Locomotives
FOR FREIGHT.
Narrow Gauge Track. Fuel, Bituminous Coal.
General Design slioivn by Plate XXII.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
I4X 18
37
12 ft. 4 in.
1 8 ft. 4 in.
43600
8700
52300
1400
15* 18
37
12 ft I O in
1 8 ft. loin.
45500
9OOO
54500
1500
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
10 ft
20 ft.
40 ft.
60 ft.
Soft.
IOO ft.
125 ft.
iSoft.
1271
866
648
425
310
240
194
154
125
1326
94
676
442
323
251
203
1 60
131
12
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Mogul Locomotives
FOR FREIGHT.
Narrow Gau^e Track. Fuel, Bituminous Coal.
General Design shown by Plate XXII.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs:
Capacity
of
Tank.
Gals.
I4X 18
41
13 ft.
1 9 ft. 3 in.
44500
8700
53200
I4OO
I5X 18
41
1 3 ft. 4 in.
1 9 ft. 7 in.
47000
9000
56000
I50O
I
Load in tons of 2OOO pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
i oft.
20 ft.
40 ft.
60 ft.
Soft.
I OO ft.
125 ft.
1 50 ft.
1297
884
66 1
432
3i6
245
193
157
128
2
1373
936
699
457
334
259
2IO
1 66
136
3
4
5
i So
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
181
Mogul Locomotives
FOR FREIGHT.
Narrow Gauge Track. Fuel, Bituminous Coal.
General Design slioivn by Plate XXIII.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
FrontTruck
On~Each
TenderTr'k
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
13* 18
30
7 ft. 6 in.
33 ft. 3 in.
38000
C 9500
( I2OOO
75000
1000
13X18
37
7 ft. 6 in.
33ft. 9 in.
39500
\ 9500
\ I2OOO
77000
IOOO
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
1 00 ft.
125 ft.
I 50 ft.
I IOO
748
557
362
262
202
162
126
I O2
1144
7/8
580
377
273
21 I
170
132
IO7
In this style of Engine the rear end of the Engine is connected to and supported
by the front end of the Tender.
The forward tender truck is provided with swing motion.
These Engines are specially adapted to sharp curves.
182
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
183
Four Wheel Tank Locomotive
FOR SWITCHING.
Narrow Gauge Track. Fuel, Bituminous Coal.
General Design shown by Piate XXIV.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Tank on
Engine.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
8X 12
26
5 ft.
5 ft.
18000
I8OOO
175
8X 12
30
5 ft.
5 ft.
18500
18500
175
Load in tons of 2000 pounds in addition to Engine and Tender,
at 10 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
lOOft.
125 ft.
1 50 ft.
1
673
428
310
198
144
H3
92
74
62
2
692
440
319
2O4
149
116
95
77
64
3
4
5
1 84
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Four Wheel Tank Locomotive
FOR SWITCHING.
Narrow Gauge Track. Fuel, Bituminous Coal.
General Design shown by Plate XXIV.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Tank on
Engine.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
(Jals.
9X 16
30
5 ft. 3 in.
5 ft- 3 n.
2800O
28OOO
275
9X 16
37
5 ft- 3 in-
5. ft. 3 in.
29OOO
29000
275
Load in tons of 2000 pounds in addition to Engine and Tender,
at 10 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
I OO ft.
125 ft.
iSoft.
1046
666
482
308
225
176
144
116
96
1083
689
499
319
232
181
148
1 20
99
1 86
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Mogul Tank Locomotive
FOR FREIGHT.
Narrow Gauge Track. Fuel, Bituminous Coal.
General Design shown by Plate XXV.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Tank on
Engine.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On
Truck.
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
13x18
30
9 ft.
13 ft. loin.
4IOOO
8000
49000
740
I
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft.
I 00 ft.
1 2 5 ft.
1 50 ft.
1209
829
624
413
306
241
197
159
132
2
3
4
5
188
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
s
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
189
Eight Wheel Double-Ender Locomotive
FOR FREIGHT OR PASSENGERS
Narrow Gauge Track. Fuel, Bituminous Coal.
General Design shown by Plate XXVI.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Separate
Tender.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On Front
and
Rear Truck
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
^ I I OOO
12X20
44
6ft.
22 ft. I in.
3IOOO
5 1 ooo
I5OO
( 9OOO
C i i ooo
I2X2O
49
6ft.
22 it. I in.
32OOO
{ 9000
52000
I5OO
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
Soft.
100 ft.
125 ft.
1 50 ft.
908
620
465
305
224
i?5
142
H3
93
938
641
480
3i6
232
181
H7
118
97
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
a
^
5!
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
Ten Wheel Double-Ender Locomotive
WITH TANK OVER REAR TRUCK.
Narrow Gauge Track. Fuel, Bituminous Coal.
General Design shown by Plate XX VI I.
Cylinders.
Diameter
and
Stroke.
inches.
Dia'eter
of
Driving
Wheels.
inches.
Wheel Base.
Weight, in running order.
POUNDS.
Tank on
Engine.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On Front
and
RearTruck
Ibs.
Total.
Ibs.
Capacity
of
Tank.
Gals.
9X 12
30
6ft.
24ft.
2OOOO
C 5000
( I400O
39000
6OO
QX 12
36
6ft.
26ft.
21500
C 5000
( I4OOO
40500
60O
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
I Oft.
20 ft.
40 ft.
60 ft.
Soft
I OO ft.
125 ft. ' 150 ft.
582
397
296
194
I 4 I
109
88
70 56
624
425
318
2O9
152
119
96
76
62
192
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
THE ROGERS LOCOMOTIVE AND MACHINE WORKS.
193
Fourteen Wheel Double-Ender Locomotive
WITH SIX DRIVERS AND TANK OVER REAR TRUCK.
Narrow Gauge Track. Fuel, Bituminous Coal.
General Design sliown by Plate XXVIII.
Cylinders.
Diameter
Dia'eter
of
Wheel Base.
Weight, in running order.
POUNDS.
Tank on
Engine.
and
Stroke.
inches.
Driving
Wheels.
inches.
Of
Driving
Wheels.
Total.
On
Driving
Wheels.
Ibs.
On Front
and
Rear Truck
Ibs.
Total.
Ibs.
Capacity
of
Tank,
(jals.
I2X 16
34
9 ft. 3 in.
31 ft. ~\y 2 in.
39000
^ 80OO
\ 250OO
72OOO
1200
13^X16
34
9 ft. 3 in.
3 i ft. I 1 4 in.
4OOOO
C 8200
( 26OOO
74200
1300
Load in tons of 2000 pounds in addition to Engine and Tender,
at 20 miles an hour, on a grade per mile of
On a
Level.
10 ft.
20 ft.
40 ft.
60 ft.
80 ft.
I OO ft.
125 ft.
I 50 ft.
1138
7/6
5 8l
380
278
216
175
139
113
i 167
796
595
390
285
222
179
142
116
INDEX.
A.
Adams, Charles Francis, 3, 4.
Adhesion of Locomotives, 93, 94.
Advertisement in American Railroad Journal, 3, 1 1
"Aiken, William," the, 9.
Alabama & Great Southern R. R., 65.
Albany, 8.
Allen & Hudson's grate, 34.
Allen, Horatio, 2, 4, 6, 7, 9 ; letter from, 2.
Allen link-motion, 55, 56.
Allen valve, 59.
American cars, 94.
American locomotives, u, 15.
American Railroad Journal, 3, 10.
advertisement in, 3, II.
article from, II, 14, 15.
American Railway Times, report in, 19, 20.
" American " type of locomotive, 17.
Anthracite coal burners, 92.
" " fire-box, 25.
" " grate for, 38.
" Arresseoh No. 2," 13.
" Atlantic " the, 8.
Attica & Buffalo R. R., 29.
B.
Baldwin, Mr., patent by, 15.
Baltimore, 3, 4, 5.
Baltimore & Ohio R. R , 4, 7, 8, 23.
Baltimore & Susquehanna R. R.. 10.
Bar frames, 61.
" Batavia " the, 14.
Battle of the Locomotive, 3.
Beaver Mill, I.
Bed plate, 51.
Belleview, 13.
Belpaire fire-box, 26.
" Best Friend," the, 7.
Bissell's truck, 20, 21, 71, 72, 73.
" inclined planes, 75.
Bituminous coal, 33.
'' burners, 92.
Bonnet, 44.
" stack, 45.
Boiler, the, 23-27.
capacity of, 96.
plates, 31.
seams, 32.
shells, 31, 32.
Bordentown, 5.
Boston, 3.
Boston & Lowell R. R., 5.
Boston & Providence R. R., 5.
Boston & Worcester R. R., 5.
Brandt, John, 29.
Brass tubes, 27.
Brick- arch, 26, 27.
Bridge, water, 25.
Bristol roller slide-valve, 59.
" Brother Jonathan " the, 9.
Buchanan fire-box, 26.
Buffalo & State Line R. R. , 20.
Bury's frame, 60.
Bury, Mr., 23,
c.
Cam, 55.
Camden & Amboy, 5, 8.
Campbell's locomotive, 16.
Capacity of locomotives, tables of, 99-193.
Carbondale, 6.
Carbondale R. R., 4.
Cars, American, 94.
Catalogue, last, 78.
Catechism of the Locomotive, 96.
Caulking edges, 32.
Caulking tool, 28.
Cayuga Lake, 5.
Cayuga & Susquehanna R. R., 5.
Centennial exhibition, 8.
Central R. R. of New Jersey, 55.
Channelling, 32.
Charles Carroll, of Carrollton, 4.
Charleston, 3.
Charleston & Columbia R. R., 9.
Chicago, Burlington & Quincy R. R., 25.
Childs, Mr., 8.
Chimney, 46.
Chimney damper, 49.
Cinders. 40.
196
I N D K X .
Clark's, D. K., Manual, 93.
Clark, John, Jr., I.
Clark & Rogers, I.
Clinker, 53.
"Clinton," the, 13.
Coal, for fuel, 24.
Collision, 62.
Combustion chambers, 25.
Compound locomotive, Hudson's, 22.
Compression, 55-
Cone, deflecting, 12, 45; inverted, 14, 44, 47,
Connecting-rods, 65-68.
Consolidation locomotives, 20.
springs for, 64.
tables and plates of, 134-137.
Cooper, Peter, 7 ; locomotive by, 7.
Cooper, William K., 13
Copper thimble, 29.
Copper tubes, 27.
Corrosion, 32.
Cotton duck, manufacture of, i.
Cotton, spinning of, I, 2.
Counterbalancing of wheels, 15, 16 ; of cranks,
Counterweights for links, 56, 57-
Covering strips, 32.
Crank-axle, 13, 14, 15, 16.
Crank, half, 15.
Cranks, location of, 14.
Crown -bars, 24.
Crown-sheets, staying of, 24.
Crum Creek, 4.
Cullen, James, 65.
Cumberland Valley R. R., 26.
Curves, effect of, 95 ; radius of, 95.
Cut-off valve, 54.
Cylinders, 50-52.
capacity of, 96.
insitle, 13.
position of, 69.
Cylindrical top of furnace, 24.
D.
Damper, chimney, 49.
Davis & Gartner, 8.
Declaration of Independence, 4.
Deflecting cone, 45.
" plate, 40..
Deflector, 46, 47, 48; for furnace doors, 31.
" Delaware," the, 9.
Delaware & Hudson Canal Co., 4, 6.
Delaware County, Pa., 4.
Development of the locomotive, 10, 23, 76.
" De Witt Clinton," the, 8.
Diagram from schedule board, 83.
Diamond stack, 45.
Dickerson, Judge, 10.
Dimensions of Locomotives, 82 ; tables of, 99-193
Dome, hemispherical, 14.
Domes, 32.
Double-ender locomotive, 75.
Hudson's, 21.
plates and tables of, 160-169, 188-193.
Driving-wheels, 65 ; first form of, 12.
Driving-wheel springs, 76.
Drop-door for grates, 33.
Dudgeon's expander, 30.
49. Duplicate parts, 78.
D-valves, 52.
E.
Early history of railroads, 3-5.
Eccentrics, outside, 52.
"Edgefield," the, 9.
Eight-wheel double-ender locomotive, plates and
tables of, 160-163.
Eight-wheel Forney locomotives, plates and
table of, 1 88, 189.
Eight-wheel (n.g. ) double-ender tank locomotive,
plate and table of, 188, 189.
Eight-wheel standard locomotives, plates and
table of, 102-1 13.
Eight-wheel standard (n. g. ) locomotives, plates
and table of, 174, 175.
Ellicott's Mills, 5
Engines, 50.
English engines, 9, 10.
Equalizing levers, 17, 63, 64.
Hudson's, 22, 74.
for truck, 76.
from front driving axle to truck, first use
of, 17.
Erie Canal, 3, 4.
Erie R. R., 29.
Exhaust ports, 57, 58 ; double, 59.
Expander, Dudgeon's, 30 ; Prossers, 30.
Expansion and contraction of tubes, 28.
Expansion of steam, 52.
" Experiment," the, 13.
Extended smoke-box, 40.
Extraordinary feat, 15.
F.
Feed water heater, 42.
Finger grate, 35, 36, 37.
Finish of engines, 15.
Fire-box, Belpaire's, 26.
" Buchanan's, 26.
" for anthracite coal, 25.
" overhang of, 13,
" semi-circular, 14.
Fire-brick, 27.
INDEX.
197
Fontaine stack, 47.
Forney's Catechism of the Locomotive, 96.
' ' locomotive, 21.
plate and table of, 170, 171.
Foster, Rastrick & Co., 6.
Four-wheel locomotives, 23.
plates and tables of, 152-154.
Four-wheel (n. g) double-ender tank locomotive,
plate and table of, 192, 193.
Four-wheel tank (n. g.) locomotive, plate and
table of, 182-184.
Four-wheel tank locomotives, plates and tables
of, 152-154.
Frames, 60-64 ; Bury's, 60 ; Hudson's, 62.
Friction, co-efficient of, 93.
Fry, Howard, 92.
Furnace door deflector, 31.
" semi-circular, 14.
G.
Gallon, Capt, paper on brakes, 93.
Gauge, five feet, 65 ; of roads in Ohio, 13.
Gauges, 78-
Gleason's valve, 58.
Godwin, Abraham, Jr., I.
Godwin, Rogers & Co., I.
Grate, Allen &. Hudson's, 34.
" finger, 35-37.
" for anthracite coal, 38.
" "plain, "33.
" rocking, 36, 37.
" water, 25 40.
Grate-bars, 33.
Grates, 33-40 ; shaking, 33.
Grooving, 32.
Grosvenor, Jasper, 2.
H.
Hack worth valve, 57, 58.
Half crank, 18.
Harper's Ferry, 5.
Headden, John, 78.
Helical spring, 57.
Hemispherical dome, 14.
Hemispherical furnace, 23, 24.
Hightstown, 5.
History of locomotive building, II.
" locomotives, 6-10.
" railroads, 3-5.
Hogg, Thomas, 13.
Honesdale, Pa., 4, 6.
Hood, 45.
Horizontal cylinders, 69.
Hudson, William S., 31, 75, 76, 78.
" appointment of, 20.
'' death of, 22.
" obituary notice of, 22.
Hudson's compound locomotive, 22.
" design of link motion, 54.
'' double-ender locomotive, 21.
" experiments with tubes, 29.
" feed water heater, 42.
" frames, 62.
" patents, 22.
" patent for double-ender locomotive, 21.
" patent grate, 34.
" patent on equalizing levers, 74.
" patent on trucks, 73.
" spark arrester, 47.
Hudson river, 3.
Hudson River R. R., 53.
Hughes, R. S., 65.
I.
Independent cut-off valves, 17, 18, 54.
Injectors, 44.
Inside connected engines, 16.
Inside cylinders, 13, 18, 50.
Intel-changeability, 78.
Iron boiler plates, 31.
Iron tubes, 27.
J-
James, J. H., 13.
Jefferson Works, 2.
"Jersey Blue," letter of, 15, 16.
Jervis, John B., 6, 8, 9, 10.
"John Bull" the, 8.
Journal bearings, outside, 60.
Ketchum, Morris, 2.
K.
L.
Lateral moving trucks, 73.
Layng. J. D., 80, 92.
Leaky tubes, 27, 28, 29.
Lifting-shaft, 53, 54.
Lehigh Valley Canal, 4.
Link-motion, 53-56.
Allen's, 55, 56.
first use of, 18.
Links, counterweighting of, 56, 57.
Liverpool & Manchester Railway, 3, 16, 23.
Load an_ engine will draw, 95, 96.
Lockport & Niagara Falls R. R., 13.
198
INDEX
Locomotive, battle of, 3.
development of, 76.
double-ender, 75.
Hudson's patent, 76.
Locomotives, adhesion of, 94.
consolidation, plates, and tables of,
134-I37.
dimensions of, 82.
" eight-wheel double-ender, plates
and tables of, 160-163.
eight-wheel " Forney," plate and
table of, 170-171.
" four-wheel (n. g.) tank, plates and
tables of, 182-184.
'" eight-wheel standard, plates and
tables of, 102-113.
' eight- wheel standard (n. g. ), plates
and tables of, 174, 175.
four-wheel, plates and tables of, 138-
142.
" four-wheel tank, plates and tables
of, 152-154.
" mogul, plates and tables of, 114-120
n. g., plates and tables of, 173-195.
" n. g., eight-wheel double-ender
tank, plate and table of, 188, 189.
" n. g., fourteen-wheel double-ender
tank, plate and table of, 192, 193.
" n. g., mogul, plates and tables of,
176-181.
" n. g. mogul, tank, plates and tables
of, 186, 187.
" n. g. tank, plates and tables of, 182-
193-
" n. g. ten-wheel double ender tank,
plate and table of, 190, 191.
" number built by Roger's Works,
76, 77-
six-wheel, plates and tables of, 144-
150.
" six-wheel tank, plates and tables of,
156-158.
" tables of dimensions and capacity of,
94-193-
" ten-wheel double-ender, plates and
tables of, 164-169.
" ten- wheel, plates and tables of, 122-
132.
tractive power of, 93.
M.
Mad River & Lake Erie R. R., 13.
Mandril, for expanding tubes, 28, 30.
Map of Roger's Works, 78, 79.
" Maryland " the, 9.
Massachusetts, 5.
Matanzas R. R., 26.
Mauch Chunk, 4.
" McNeill" the, 10.
Men, number employed, 78.
Mexico, I.
Milholland's fire-box, 25.
Miller, E. L., 7.
Mogul locomotive, 73.
" first, 20.
" plates and tables of, 114-120.
" n. g. plates and tables of, 176-181.
" n. g. tank, plates and tables of, 186, 187.
" truck for, 75.
Mohawk & Hudson R. R., 5, 8, 9.
Molesworth's Pocket-Book, 93.
N.
Narrow gauge locomotive, 64.
plates and tables of, 173-193.
Nashville & Chattanooga R. R., 40.
Nashville, Chatanooga <fc St. Louis R. R., 15.
Newcastle & French town R. R., 8.
Newcastle-upon-Tyne, 8, 9.
New York, State of, 5.
New York& Erie R. R., 18.
New York Central R. R., 5.
New York, West Shore & Buffalo R. R., 80, 92,
New Jersey R. R. & Transportation Co., 12, 13.
25, 40, 78.
Netting, 45, 46, 47, 48.
Northern Central R. R,, 10.
o.
Ohio river, 3, 4, 5.
Organic development of locomotion, 23.
Oscillation, 16.
Outside connected engines, 16.
" cylinders, 50.
" frames, 19.
" journal bearings, 60.
P.
Pambour's Treatise on Locomotives, 93.
Paris & Lyons R. R., 93.
Patent for counterbalancing wheels, 12, 15.
" for double-ender locomotive, 21.
" grate, 34.
" Hudson's locomotive, 76.
" Hudson's on trucks, 73.
" Hudson's on equalizing levers, 74.
" on Allen valve, 59.
" on Bissell's truck, 71.
Paterson & Hudson River R. R., 5, 10, 18.
INDEX.
199
Patillas Railway, 55.
Paul & Beggs, 2, u.
Pedestals, 62.
" Pennsylvania " the, 9.
Pennsylvania R. R., 78.
Perforated sheet-iron cone, 49.
Philadelphia, 3, 4.
Philadelphia & Columbia R. R., 5.
Philadelphia & Reading R. R., 25, 38.
Pittsburgh, 5.
" Plain " grate, 33.
Plan of Rogers Works, 78, 79.
" Planet " the, 9.
Plates of locomotives, 102-193.
Poiree, M., experiments by, 93.
Pony truck, 20, 71.
Poores' Railroad Manual, 4.
Portage R. R., 5.
Presser's expander, 30.
Q.
Quincy granite quarries, 4.
R.
Radius-bar, 73.
Radius of curve, 95.
Radley & Hunter stack, 46.
" Railroad Era," 6.
Railroad mania, 4.
Railroad Gazette, extract from, 22 ; letter to, 80.
Rainhill contest, 3.
Receptacle for sparks, 47, 48.
Record, running table of, 84, 85, 89.
Reinforcing ring, 32.
Remarkable run, 80.
Rensselaer & Saratoga R. R., 5.
Resistance of trains, 94, 95.
Reversing gear, 15.
Richardson valve, 59.
Ridley Creek, 4.
Rivets, 32.
" Rocket" the, 6, 9.
Rocking grate, 36, 37.
Rocking shaft, 53, 54, 55.
Rogers, J. S., 23.
Rogers Locomotive & Machine Works, 20.
Rogers, Ketchum, & Grosvenor, 2, 3, n, 14, 15,
16, 20, 76.
Rogers, Thomas, I, 5, 14, 29.
advocate of the link, 53.
death of, 20.
patent for counter-balancing crank, etc., 12-
Run, a remarkable, 80.
Running gear, 60.
Running record, table of, 84, 85.
s.
Saddle on valve, 58.
Safety-valves, 44.
Sand, effect of, 94.
"Sandusky," the, 12, 13, 78; boiler of, 23.
Saratoga & Schenectady R. R. , 5, 9.
Savanilla R. R., 17, 18.
Schedule board, 81, 83.
Schenectady, 8.
Scoop shovel, 31.
Screw stays, 25.
Seams of boilers, 32.
Shaking grates, 33.
Shield, 47.
Shifting-link motion, 53; first use of, 18.
Six-wheeled coupled locomotives, 19, 21.
tables and plates of, 144-150.
with tank, 156-158.
Slide valves, 57-60.
Smith, A. F., 20; truck, 72: swing links, 75.
Smith, Timothy, 13.
Smoke-boxes, 40-42, 50-52 ; extended, 40.
Smoke prevention, 31.
Smoke-stacks, 44-49.
South Amboy, 5.
"South Carolina," the, 7.
South Carolina R. R., 2, 5, 7, 9, 13.
Southern R. R., of Chili, 42.
Spark catcher, 14.
Spark arrester, 44-49.
Sparks, 40.
Speed between stations, table of, 86, 87.
Speed, influence of, 94.
memorandum of, 92.
table of, 90.
Spiral spring, 57.
Spokes, hollow, 12, 14; oval, 13.
Springs, 63-64.
Springs, driving-wheel, 76.
Staying of wagon top boiler, 24.
Steam-gauges, use of, 27.
Steam-chests, inclosed, 18
Steam-ports, 59.
Steam room, 24.
Stephenson, 3.
Stephenson engines, 13.
Stephenson, George. 10.
Stephenson, George & Robert, 8.
Stephenson, R. & Co., 9, 10.
" Stevens," the, 9.
" Stockbridge," the, 16.
Stockton & Darlington R. R., 3.
Stourbridge, 6.
Stourbridge Lion, 4, 6.
Straight stack, 47, 48, 49.
20O
INDEX.
Stricture, 48.
Summarized running record, 89.
Summarized speed record, 90.
Super-heater for compound locomotive, 22.
Supplementary rocking-shaft, 55.
Supplementary steam-ports, 57.
Susquehanna river, 5-
Swing-motion truck, 21, 73, 76-
Swing-links, 72, 73, 75.
Switching engines, 21.
T.
Table of characteristics of road, 91.
" of dimensions of locomotives, 82.
" of running record, 84, 85, 89.
" of speed, 92.
" of speed between stations, 86, 87.
" of speed record, 90.
" of weight of train, 88.
" showing locomotives built from 1837 to '86.
Tables of dimensions and capacity of locomotives,
99-193-
Tank locomotives, patents for, 22.
" plates and tables of, 152-171.
" n. g., 182-193.
Templates, 78.
Ten-wheel locomotive, first, 17, 18.
" locomotives, tables and plates of, 122-
132.
Ten-wheel double-ender locomotives, table and
plates of, 164-169.
Thimbles, 28, 29.
Toledo & Adrian R. R., 13.
Tonawanda R. R., 14.
Tools, 78.
Tractive power of locomotives, 93, 94.
Train, make up and weight of, 88.
Transcript from schedule board, 83.
Tramways, 4.
Truck, Bissell's, 20, 71, 75.
*' first invention of, 9, 10.
" frames, 14.
" pony, 71, 76.
" swing motion, 73> 7^-
" with inside and outside bearings, 7-
Trucks, 69 ; Hudson's patent, 73.
Tubes, 27-30.
expansion and contraction of, 28.
fastening of, 28.
u.
Uhry & Lutgen's valve-gearing, 55.
V.
Valve, Allen's, 59.
Bristol's, 59.
Hackworth's, 58.
Gleason's, 58.
Richardson's, 59-
Valves and valve-gearing, 52, 57) 60.
V-hooks, 17, 1 8.
Volute spring, 57.
" Vulcan," the, 20.
w.
Wagon top boiler, 24,
Ward, Captain, I.
Washington Branch, 5.
Water-bridge, 25.
Water-grate, 25, 40.
Water-leg, 25.
Water-tubes, 27.
Weight of train, table of, 88.
Welt, 32.
W r est Point" Foundry Association, 2, 7,
Wheatly, W. H., letter from, 80.
Winans, Ross, 10.
Wind, effect of, 94.
Wire netting, 45, 48.
Wood fuel, 33.
Wood's papers on locomotives, 15.
treatise on railroads, 9.
Wrought-iron grate bars. 33.
Y.
York, Pa. , 8.
"York," the, 8.
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